Body Repairs General Body Repairs

Service
General InformationBody Repairs,

General Body Repairs
Edition 07.2020
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 © 2020 ŠKODA AUTO a. s. S0051870020

General InformationBody Repairs, General Body Repairs - Edition 07.2020
Contents
1 Safety measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Fuel tanks and fuel-carrying lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Electronic control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5 High-voltage conducting components / electric vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.6 Safety instructions when performing repair work in bodyshells and liquefied petroleum gas
systems (LPG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.7 Separation of aluminium and steel dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.8 Particulate matter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.9 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.10 Safety measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.11 Working on the alignment frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.12 Disassembly of parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.13 Welding work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.14 Paintwork, glass, upholstery, trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.15 Airbag system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.16 Safety instructions for belt tensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.17 Warning signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2 Fundamentals of bodywork repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1 Fundamentals of bodywork repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2 Galvanised body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3 Removing residues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.4 New parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.5 Foam moulds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.6 Roof rack reinforcements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.7 Original welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.8 Diagnosis of accident vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.9 Finishing work on the body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.10 Repairing higher-strength body panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.11 High-strength/ultra-strength, warm-formed body panels . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.12 Body Work - Glued joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.13 Removing underbody protection and sealing seams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.1 Symbols, structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2 Symbols, preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.3 Symbols, welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4 Symbols, riveting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.5 Symbols, corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4 Design features of the vehicle body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1 Multi-material mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
5 Damage assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.1 General points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.2 Check weld seams and body connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.3 Force reduction during impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.4 Measuring methods / damage diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.5 Overview of the materials used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.6 Passive safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6 Methods of thermal connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.1 Methods of thermal connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2 Spot welding (RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.3 Hole seams - shielding gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.4 Seal with SG full seam (shielding gas) and quilting seam . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Contents i
6.5 MIG welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

6.6 Laser welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6.7 Laser soldering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.8 Replacement joining process in repair (steel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.9 Replacement joining process during repair (aluminium) . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7 Cold joining process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
7.1 Gluing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
7.2 Establish adhesive connections for aluminium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
7.3 Rivet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
7.4 Overview - Pairing riveting tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
7.5 FDS screws (flow drill screws) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
7.6 Pressing through . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
8 Cutting techniques for body repairs; areas of application . . . . . . . . . . . . . . . . . . . . . . . . . . 48
8.1 Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
8.2 Cutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
8.3 Sanding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
8.4 Milling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8.5 Remove adhesive bonds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
9 Repairing surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
9.1 Bulking sheet steel techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
9.2 Metal and aluminium mastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
9.3 Lead-free tin processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
9.4 Definition of “properly shaped surface” / Delivery to the paint shop . . . . . . . . . . . . . . . . . . 52
10 Straightening the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
10.1 Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
10.2 Separation cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
10.3 Bodyshell offcut sections and parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11 Corrosion prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.1 Long-term body protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.2 Body long-term protection if filling is needed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
12 Plastic repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
12.1 Plastic repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
12.2 Repairing indentations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
12.3 Repairing scratches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
12.4 Repairing a crack (up to 100 mm length) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
12.5 Repairing a hole (up to 30 mm diameter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
12.6 Plastic repair (GRP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
13 Glass repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
13.1 Front window repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
14 Repairing thread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
14.1 Repairing thread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
14.2 Repairing safety-relevant components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
15 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
15.1 List of tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
16 Decorative and protective foils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
16.1 Decorative and protective foils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
16.2 Training videos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
ii Contents
1 Safety measures
(SKAH000011; Edition 07.2020)
⇒ t1.1 anks and fuel-carrying lines. ”, page 1
⇒ C1.2 onditioning”, page 1
⇒ c1.3 ontrol units”, page 2
⇒ 1.4 , page 2
⇒ c1.5 onducting components / electric vehicles”, page 3
⇒ i1.6 nstructions when performing repair work in bodyshells
and liquefied petroleum gas systems (LPG)”, page 3
⇒ o1.7 f aluminium and steel dust”, page 4
⇒ m1.8 atter”, page 4
⇒ i1.9 nstructions”, page 5
⇒ m1.10 easures”, page 5
⇒ o1.11 n the alignment frame”, page 5
⇒ o1.12 f parts”, page 5
⇒ w1.13 ork”, page 5
⇒ g1.14 lass, upholstery, trims”, page 6
⇒ s1.15 ystem”, page 6
⇒ i1.16 nstructions for belt tensioners”, page 6
⇒ s1.17 igns”, page 6
1.1 Fuel tanks and fuel-carrying lines.

When carrying out grinding and welding work in the areas of
the fuel tank or other fuel-carrying parts, you are advised to
exercise extreme caution. In case of doubt, such parts must be
dismantled. The fuel tank and the fuel lines which are removed
from the vehicle must be stored in accordance with the relevant
safety instructions.
1.2 Air Conditioning

Do not perform any welding work - hard or soft- on parts of
the filled air conditioning unit. This rule holds for welding and
soldering work where there is the risk that parts of the Air Con‐
ditioning may heat up. When making paintwork repairs, temper‐
atures in the drying oven must not exceed max. 80 °C, because
heating causes a large overpressure in the system that may
cause the system to explode.
Note
♦ You need to suction off the refrigerant circuit when electrical

welding is needed close to refrigerant lines. During electrical
welding, invisible UV rays may be released which can pene‐
trate the refrigerant lines and destroy the refrigerant.
♦ Suction off the refrigerant ⇒ Heating, Air Conditioning; Rep.
gr. 87.
An Air Conditioning unit which has been emptied can only be

filled by a A/C service station. For this reason only empty the Air
Conditioning when required by the safety measures.
1. Safety measures 1
When carrying out repairs to the vehicle, the refrigerant circuit

must be emptied. Avoid any contact with liquid refrigerant or
refrigerant vapours.
Protect your hands and eyes with safety goggles and rubber
gloves. Frostbites arise due to intensive action on unprotected
body parts.
WARNING
It is recommended to hold an eye bath flask within reach.

If liquid refrigerant gets into the eyes rinse the eyes out thor‐
oughly with water for approximately 15 minutes. Subsequent‐
ly apply eye drops and immediately contact a physician, even
if the eyes are not painful. Inform the doctor that the frost‐
bites were caused by refrigerant R12 or R134a. If in spite
of these safety measures, the refrigerant comes into contact
with other body parts, immediately and thoroughly rinse the
area with cold water for at least 15 minutes.
Though the refrigerant is not a fire hazard, please do not smoke

in a suffused with refrigerant. The refrigerant gas is split chemi‐
cally by the high temperatures from a burning cigarette. Inhaling
the resulting poisonous fission products leads to chesty coughs
and nausea.
1.3 Electronic control units

Connect the earth connection of the electric welding tool directly
to the part to be welded. When doing so, make sure that there
aren't any insulated parts between the earth connection and
welding point.
Electronic control units and electrical wiring must not touch the
earth connection or the welding electrode.
Working with electronic control units when performing repairs
after accidents
Electronic control units must only be replaced when at least one
of the following conditions has been met:
• The housing is noticeably deformed or damaged.
• The contact surface or the console is deformed but the con‐
trol unit is not damaged from the outside.
• The connectors are damaged or corroded by moisture.
• When performing a functional test or during self-diagnosis,
the following error “Control unit defective” arises.
When electronic components, such as the control unit for ABS,
were removed during repair work and then reused, these must
undergo a functional test before assembly, e.g. by self-diagno‐
sis.
1.4 Battery
Note
Disconnect the battery to check if an encoded radio is installed.

Before transferring the vehicle to the customer radio, enter the
correct code number.
Before welding, always remove both battery terminals and cov‐

er the battery poles.
2 1. Safety measures
Always remove the vehicle battery before performing any work

which induces sparking.
Note
Before disconnecting the battery, read the vehicle-specific re‐

marks in the repair booklet! ⇒ Electrical System; Rep. gr. 27.
1.5 High-voltage conducting components /

electric vehicles
WARNING
Service, installation and repair work on high-voltage-conduct‐

ing components/electric vehicles as well as their inspections
must only be carried out by properly qualified personnel ac‐
cording to the relevant national legislation and standards!
You can find information in the vehicle-specific repair instruc‐
tions ⇒ High-voltage system - general information; Rep.
gr. 93.
1.6 Safety instructions when performing re‐

pair work in bodyshells and liquefied
petroleum gas systems (LPG)
WARNING
Service, installation and repair work on the gas system as

well as their inspections must only be carried out by properly
qualified personnel according to the relevant national legisla‐
tion and standards!
Service, installation and repair work on the natural gas sys‐
tem as well as their inspections must only be carried out by
specialist garages with suitable safety elements according to
the relevant national legislation and standards!
Valid instructions, regulations, standards and recommenda‐
tions for service, assembly and repair work on the natural
gas system, as well as checks, must be obtained from the
importer in the applicable country.
Refer to vehicle-specific repair instructions for information.
⇒ 1.6/72; 75 kW MPI engine; 00 technical data; safety in‐
structions
⇒ 1.0/44; 55 kW MPI engine; 00 Technical data; CNG - Gen‐
eral Information
⇒ 1.4 / 81 kW TSI engine - natural gas; 00 technical data;
Safety instructions; Safety measures when working on vehi‐
cles with gas systems
WARNING
All activities with a risk of inflammation (e.g. Car body work

such as grinding and welding, with risk of damage to the
natural gas container (e.g. car body work in the area of
the natural gas container) or varnish repairs at temperatures
above 60 ° C measured at the natural gas containers, with
the risk of damage to the natural gas tank, are only possible
after the expansion of the natural gas containers on the basis
of the procedure prescribed by the vehicle manufacturer.
In the case of working with heat (e.g. combustion booth),
measures must be taken according to the specifications of
the vehicle manufacturer, For example, a pressure reduction
of the natural gas drive system must be carried out according
to the manufacturer's specifications. The temperature of the
natural gas containers shall not exceed 60 ° C, unless other‐
wise specified by the manufacturer.
1.7 Separation of aluminium and steel dust

All emissions from the new lightweight materials are subject to
the Ordinance on Hazardous Substances (national legislation,
Gefahrenstoffverordnung). Aside from all the vehicle manufac‐
turer's specifications relating to the repair quality, these require
a risk analysis by the company performing the repair.
The employer may only start an activity with hazardous sub‐
stances after a risk assessment has been carried out and the
necessary protective measures have been taken.
In the specific case, this means that every company carrying
out repairs is legally obliged to prepare this risk assessment
before the work is started or continued.
1.8 Particulate matter

Aluminium particulate matter
Physically:
♦ Aluminium dust is flammable and, depending on the particle
size and concentration, explosive
Chemically:
♦ Aluminium dust and water produce flammable / explosive
hydrogen gas
♦ Aluminium dust + iron oxide (rust) react with each other
giving off heat (exothermic redox reduction)
♦ Aluminium dust + iron oxide + a strong ignition source can
trigger a thermite reaction at a mixing ratio of 1:3. This metal
fire burns at temperatures of up to 2400 °C and cannot be
extinguished with water.
♦ Aluminium dust is a hazardous substance and must be prop‐
erly disposed of in accordance with local regulations.
Steel particulate dust
Physically:
♦ Steel particles can become statically charged and can also
be used as a cold ignition source for the aluminium dust.
♦ Flying sparks when machining steel provides the perfect ig‐
nition source for aluminium dust.
♦ When sandwiching steel and aluminium together, the explo‐

sive aluminium dust and the ignition source are created in
the same work step.
Chemically:
♦ Aluminium dust + iron oxide (rust) react with each other
giving off heat (exothermic redox reduction)
♦ Aluminium dust + iron oxide + a strong ignition source can
trigger a thermite reaction at a mixing ratio of 1:3. This metal
fire burns at temperatures of up to 2400 °C and cannot be
extinguished with water.
1.9 Safety instructions

The special country-specific safety instructions must be fol‐
lowed for all of the work described. In case of doubt, seek
information from the appropriate departments.
1.10 Safety measures

With all work, carry out the personal and general safety meas‐
ures required by law. This includes wearing glasses, gloves,
safety boots and hearing protection, for example.
1.11 Working on the alignment frame

When aligning a bodyshell damaged through an accident, very
high forces act on the bodyshell using compressed air- or ten‐
sile devices on the alignment frame. These forces can suddenly
be released at any time e.g. due to a fastening claw slipping.
For this reason make sure no person is present in the immedi‐
ate danger area.
1.12 Disassembly of parts

Secure the vehicle on the lift platform before its centre of gravity
shifts considerably because of successive disassembly opera‐
tions.
Raise vehicle ⇒ Maintenance; Booklet ŠKODA.
1.13 Welding work
Caution
Toxic Zinc oxide arises when welding galvanized steel

sheets. For this reason, ensure that the working environment
is well ventilated and there are suitable exhaust extraction
systems to remove smoke gas, e.g. -V.A.G 1586 A-. When‐
ever carrying out welding work on the vehicle, the working
area on the vehicle must be shielded from the rest of the
vehicle with flame-proof covers or mats. If this step has been
carried out properly, it will not be necessary to remove the
entire vehicle interior. A fire extinguisher must be immediate‐
ly accessible as a safety precaution. If the welding assembler
is not able to monitor the vehicle, a second person must be
asked to help. The gases arising during welding work are
toxic and must be removed by extraction.
Note
♦ Remove the battery before carrying out all welding work.

♦ Disconnect the alternator.
1.14 Paintwork, glass, upholstery, trims

In rooms used for bodyshell repairs, do not park any other vehi‐
cles unless protected (risk of fire due to flying sparks or battery
and also paintwork and/or glass damage etc.).
1.15 Airbag system

Safety measures ⇒ Body Work; Rep. gr. 69.
Repair work ⇒ Body Work; Rep. gr. 69.
1.16 Safety instructions for belt tensioners

Safety measures ⇒ Body Work; Rep. gr. 69.
WARNING
Belt tensioner units must be removed from the vehicle prior

to performing cutting, alignment, knocking out work in their
close proximity. If the belt tensioners were triggered during
an accident, the safety belts must be replaced.
Note
The seat belt system must be inspected systematically after

every accident! Replace any seatbelts which are found to be
damaged ⇒ Body Work; Rep. gr. 69.
1.17 Warning signs

If the warning signs are damaged or were removed, e.g. during
a parts replacement, attach new original warning signs to them.
2 Fundamentals of bodywork repairs

⇒ o2.1 f bodywork repair”, page 7
⇒ b2.2 ody parts”, page 7
⇒ r2.3 esidues”, page 8
⇒ p2.4 arts”, page 8
⇒ m2.5 oulds”, page 9
⇒ w2.7 elding”, page 12
⇒ o2.8 f accident vehicles”, page 12
⇒ w2.9 ork on the body”, page 13
⇒ h2.10 igher-strength body panels”, page 13
⇒ w2.11 arm-formed body panels”, page 14
⇒ W2.12 ork - Glued joints”, page 15
⇒ u2.13 nderbody protection and sealing seams”, page 17
2.1 Fundamentals of bodywork repair

Only selected work steps are described in this Workshop Man‐
ual.
For the steps not described, undo the original welding and re‐
place it with a repair part.
Methods and procedures deviating from the original welding are
described in the Bodyshell repair Workshop Manual.
Damaged outer parts (sheets) of the body are removed de‐
pending on the extent of the damage. An exception is the body
roof, which is always replaced in full.
Delivered blank parts must be cut to size, adjusted and butt
welded depending on the damage, inert gas-shielded full seam
(protective gas).
2.2 Galvanised body parts
WARNING
Toxic Zinc oxide arises when welding galvanized steel

sheets. For this reason, ensure that the working environment
is well ventilated and there are suitable exhaust extraction
systems to remove welding smoke, e.g.-V.A.G 1586 A-.
Spot welding only results in the zinc layer burning off slightly
in the centre of the welding point and the protective zinc ring
around the welding point, which arises at the same time, pro‐
tects against corrosion. For this reason, this method is preferred
to insert gas seam welding.
2.2.1 Inert gas seam welding of galvanized

panels
Observe the following instructions to produce good repair weld
joins:
♦ The current intensity at the welding transformer must be
increased.
2. Fundamentals of bodywork repairs 7

♦ At the same time, the wire feeder needs to be readjusted

since just increasing the voltage only produces a larger light
arc (less penetration, porous seam structure).
♦ Use cylindrical instead of conical gas nozzles (spatters on
overly-narrow gas nozzles lead to pore formation).
♦ Guide the burner approx. 12 mm above the welding material
in a neutral angle position to 10°.
♦ For MAG/MIG welding work, use mixed gas/argon as inert
gas.
2.2.2 Spot welding of galvanized panels

Note the following points when spot welding galvanized panels:
Welding transformer
♦ Increase the welding current by 10 to 30 %.
It is better to extend the welding time when using welding trans‐
formers with “weld time regulation”.
• Weld time extension for these panel thickness's (guidelines):
• 0.7 mm - min. 7 periods
The correct weld time is chosen when the welding points can be
set without splatters.
Welding tongs
♦ Use hard-copper electrodes (copper-chrome-Zirconium al‐
loy) with high heat resistance (>400 °C).
♦ Frequently clean the hard copper electrodes and rework to
Ø 4 mm.
♦ Increase the electrode forming force.
Peel test
The best welding results can be obtained by welding sample
panels with a subsequent peel test.
The narrow welded test strip is rolled off/torn off with a force
from the second panel strip acting vertically on the surface of
the panel.
Welding points of perfect quality do not tear in the tangential
plane but are “peeled off”.
2.3 Removing residues

It is possible to cut the roughly damaged body part near to
the spot welds using the body saw e.g. -V.A.G 1523 A- or the
electrical cutting tool e.g. -V.A.G. 1561/A-. In this case, most
spot-weld seams can be milled out with e.g. -V.A.G 1731-.
An angle grinder can also be used to separate the spot-weld
seams that cannot be drilled out with the spot-weld drill.
2.4 New parts

To reduce the number of original parts, they are often only sup‐
plied in the “basic version”. In these cases, we recommended
making “templates” from the damaged parts.
When fitting the template and pre-marking the holes before
painting a new part, you must take into account the thickness of
the material of the “template”.
8 2. Fundamentals of bodywork repairs

– Cut out the hole with the body saw, e.g. -V.A.G 1523-.
– Clear sharp edge from the cut and apply corrosion protection
⇒ p11 revention”, page 54 .
Check new original parts, such as doors, flaps and wings, be‐
fore handing over to the paint shop to see if they have been
damaged during transport. If damage occurs during transport or
an accident before installation, double coating is not possible.
2.5 Foam moulds

The foam moulded parts are fitted during the manufacturing
of the body structure and expand in volume after the primer
is applied in the drying chamber of the paint shop at approx.
180 °C.
Proceed in the following manner when using moulded foam
parts:
♦ Remove any foam residue from the vehicle.
♦ Prepare the varnish according to the repair booklet chapter
on varnish.
Preconditions
Before fitting the moulded foam part, prepare the panel to be
replaced and make it ready for fitting, e.g. by cutting it to the re‐
quired size, adjusting it and by taking the necessary measures
to ensure anti-corrosion protection.
Replace the moulded foam part
– Remove residual foam from the vehicle.
– Use the original moulded foam part or cut the universal
shield -000 864 663- to size.
– Fit the sealing cord -AKD 497 010 04 R10- all around the
moulded foam part or foam up the foam part with the 2K
filling foam -D 506 KD1 A3-.
– Fix new part in place; apply gentle pressure to new part in
the area of the moulded foam part until it abuts and weld in.
The filling foam hardens within 25 minutes.
Do not apply a protective gas seam up to 40 mm from the
moulded foam parts (both sides).
– After painting the vehicle, apply a preservative to the hollow
spaces in the repair area.
2.6 Roof rack reinforcements
Caution
Follow the general notes! ⇒ General Information; Body Re‐

pairs, General Body Repairs
The foam moulds are fitted during the manufacturing of the

body structure and expand in volume after the primer is applied
in the drying chamber of the paint shop at approx. 180 °C.
To fill in these areas, use the hard 2K epoxy foam set -D 506
110 A2-. Material consumption depends on the construction
status of the respective model.

1 - reinforcement area
New part
♦ Hard 2K epoxy foam set -D 506 110 A2-
♦ Riveted nuts
Preparing the new part
– Transfer separating cut to new part and cut to the required
dimensions.
– Affix the textile adhesive tape over a large surface area on
the inner side of the outer panel within the contact area of
the structural foam, in order to avoid deformations related to
the volume change of the structural foam.
Part welding
– Fit the new part into place and staple.
– Weld outer panel, RP spot seam.
– Weld the separation cuts bluntly, an inert gas shielded full

weld.

Fill up with structural foam

Special tools and workshop equipment required
♦ Compressed air pistol, e.g. -V.A.G 1761/1-
Note
♦ Observe the Owner's Manual of the compressed air pistol

e.g. -V.A.G 1761/1-.
♦ When foaming, the material is significantly heated.
– Heat the cartridges of the 2K structural foam for 20 min. in

hot water of approx. 60°C.
– Screw the extension hose -3- with adapter -5- onto the sta‐
tionary mixer -2- and wrap the connection point with textile
adhesive tape -4-.
– Open the cartridge of the 2K structural foam -1- and unscrew
the stationary mixer -2- with the union nut -6-.
– Successively fill areas -1- and -2- with structural foam via the
extension hose. Filling with the structural foam from the first
set takes about 15 minutes, depending on the construction
status of each model.

– Fill the total area -3- with structural foam via the extension
hose.
– Close the opening with a riveted nut -4- after filling with the
structural foam.
2.7 Original welding

“Original welding” is the welding joint which was used when
manufacturing the vehicle.
Where possible, these welding joins must be restored as part of
a bodyshell repair.
In case of repair, you must not used fewer welding points than
in series production; the same welding material must also be
used.
After repair, apply precision seal.
2.8 Diagnosis of accident vehicles

When repairing vehicles involved in an accident, sometimes
damage is not found on the chassis or the unit mounting as
they can lead to major consequential damage later on under
certain circumstances. In the event of accidents which indicate
the vehicle was subject to high stresses, particular attention
must be paid to the following parts - irrespective of the axle
alignment which must be carried out anyway:
♦ If damage and/or distortion is suspected, the vehicle will
need to be inspected on the frame alignment bench, and
aligned if necessary.
♦ Check the steering and the steering linkage for perfect func‐
tioning across the entire angle. Perform a visual examination
for bends or cracks.
♦ Check the suspension, all chassis parts such as arms, sus‐
pension struts, knuckles, anti-roll bars, assembly carriers,
axle beams and their holding down springs for bends or
cracks.
♦ Check alloys, tyres for damage, run-out and out of balance.
Check tyres for cuts in the profile and on the flanks, check
the tyre pressure.
♦ Check suspensions for engine, gearbox, axles and exhaust
system for damage.

♦ By performing a suitable test drive after carrying out repairs

means you can be sure the vehicle is roadworthy and can be
handed back to the customer without any concerns.
2.9 Finishing work on the body

– If »rough filling« is needed, stop up the repair spot with putty
⇒ l11.2 ong-term protection if filling is needed”, page 54 .
– Prepare the flattened and, where necessary, »roughly fil‐
led« surface using sandpaper with grain size P 80 to P 180
for subsequent corrosion treatment.
– Treat the repair spot against corrosion ⇒ b11.1 ody protec‐
tion”, page 54 .
This preliminary work is part of the work done by the body panel
worker and is included in the time spent for the repair.
2.10 Repairing higher-strength body panels

The higher-strength panel is visually a normal panel which has
a higher that normal yield strength than the normal body panel.
This means that the indentation in the higher-strength sheet is
not as deep as in the normal body panel with the same force
acting on the panel.
Buckling out
The usual tools are used to buckle out. A greater spring recoil
force arises as a result of the larger dent resistance which
means a greater force is needed. When kinks are deformed
back, material fractures may result.
Alignment
The larger spring recoil force in the higher-strength panel
means a greater overextension is required before it remains
in the required position. Due to the higher force application,
normal panels which are welded with a higher-strength panel
are also subjected to greater strain. To prevent the normal
panel from given away or tearing, additional anchors must be
provided.
Note
♦ If a higher -strength panel is overextended too strongly, it will

suddenly jump to a larger length than desired!!!
♦ For safety reasons, do not heat higher-strength body panels
when reverse forming in the same way that doing so with a
normal body panel is also prohibited!
Painting
When a higher-strength panel is warmed too quickly by drying
radiation waves, it will expand. However, if the panel is firmly
connected with the trim panels underneath it by welding points
or bonding, dents arise at this points which continue to remain
visible after the panel has cooled down. For this reason, heat
radiators must only be brought slowly to max. heating level.
Drying in the drying booth can proceed without risk.

2.11 High-strength/ultra-strength, warm-

formed body panels
Note
Repairs must only be carried out in accordance with the instruc‐

tions of the manufacturer according to the relevant Workshop
Manual. High-strength and hot-formed steels may only be re‐
paired with modern inverter technology, otherwise the optimum
occupant protection following the repair does not exist. Panels
made of tempered mould steel must be used in areas that
are exposed to extreme strain. These panels offer significantly
greater strength than conventional higher-strength panels at a
lower weight.
Do not repair parts from high/ultra-strength, hot-formed steel

based on the extent of the damage. Completely cut out the
damaged component and replace it by a new original part un‐
less another repair procedure is described in the Workshop
Manual.
RP spot-welding of ultra-strength, hot-formed body panels
Note
♦ High and ultra high-strength and hot-formed steels are used in the area of the A, B and C-pillars. The
welding bars in this area are approx. 13 mm wide.
♦ If the welding points are positioned at the edge of the hot-formed panels, the structure of the plates is
changed through the increase in temperature in such a way that it has a negative effect on the crash
behaviour.
• Therefore the welding points must be positioned as far as

possible to the inside.

The dimension -a- of 8 mm can be obtained if the welding caps

are chamfered.
2.12 Body Work - Glued joints

To increase the stiffness and strength of bodyshells, an increas‐
ingly greater number of spot welding joints and glued joints are
created at the factory.
High-strength glued joints
With glued joints, the panels are only joined with glue.

The clearance between the high-strength adhesive surfaces

should not be less than 2 mm or greater than 4 mm. The ad‐
hesive surfaces may need to be aligned.
The glued joints are re-established with the materials indicated
in the Workshop Manual/in the spare part programme.
Spot welding glued joints
For the spot welding joints, an electrically conductive adhesive
is located between the panels allowing you to weld through
easily.
The clearance between the spot weld adhesive surfaces should

not be more than 1 mm. The adhesive surfaces may need to be
aligned.
With spot welding adhesion, the welding current must not be
increased. The pre-pressing time must be extended due to dis‐
placement of the adhesive, approx. 30-50 periods. The resulting
gases must be suctioned off.
Repairing glued joints
As a replacement for the spot welding adhesive, the adhesive
-DA 001 730 A2- must be used together with the compressed
air adhesive gun e.g.-V.A.G 2005B-.
The procedures vary according to the type of welding involved
as follows:
Spot welding and gluing
When spot welding and gluing, the full number of welding points
and glue joints are replaced.
When there are issues with the welding, e.g. only the outer
panel is replaced with a 3-layer panel connection, the repair
welding points are to be set to the old welding points.
Inert gas seam welding and gluing (if spot welding is not possi‐
ble)
If it is not possible to access an adhesive area with a spot
welder, the area will be welded with inert gas shielded plug
weld.
In this case, adhesive is not used in order to achieve the re‐
quired welding quality.
Preparing glued joints
The panels to be welded must be adjusted before applying the
adhesive.
The adhesive surfaces in the welding area must be free of
primer and residual adhesive, dust and grease.
Applying zinc spray to the adhesive area which normally ap‐
plies, is not required.

As a result of the displacement of adhesive during spot welding,

the blank spot-welded flange is moistened with adhesive to en‐
sure anti-corrosion protection.
2.13 Removing underbody protection and

sealing seams
Removal of underbody protection and sealing seams is carried
out e.g. with an induction heater or mechanically.
Note
Wear protective spectacles and protective gloves. The pieces of

wire which may fly off are very sharp.
Another option is to heat the underbody protection or sealing

seam with a hot air blower (max. 420 °C) and to remove the
underbody protection which becomes softer as a result or the
sealing seam with a scraper. We particularly recommend this
procedure for poorly-accessible working areas.
WARNING
The resulting vapours are poisonous and must be suc‐

tioned off using suitable exhaust extraction systems, e.g.
-V.A.G 1586 A-.
Remove paint and priming with paint stripper.

3 Explanation of symbols
⇒ s3.1 tructure”, page 18
⇒ p3.2 reparation”, page 18
⇒ r3.4 iveting”, page 20
⇒ c3.5 orrosion protection”, page 21
3.1 Symbols, structure
1 - Sanding
2 - Bore
3 - Milling (laser weld seam)
4 - BYR milling
5 - Separation cut
6 - Hole with support
7 - Cutting
3.2 Symbols, preparation
18 3. Explanation of symbols
1 - Tensioning
2 - Shoulder
3 - Removing paint (areas
that are difficult to access)
4 - Sanding by hand
5 - Gluing
6 - Create holes with punch
pliers
7 - Crimping
3.3 Symbols, welding
3. Explanation of symbols 19
1 - Gas arc quilting seam

(where necessary, must be
ground off flush to the body‐
shell contour)
The welding seam comprises
many separate welding points
arranged in series. The lower
amount of heat generated is
an advantage over the gas
arc full seam.
2 - Gas arc perforation

One of the panels to be joined
is given Ø 7 mm holes (bored
or cut out with punch pliers) at
a distance of 20-30 mm in the
area of the connection points
in which a good gas arc hole
is set.
3 - Gas arc full seam (where

necessary, must be ground
off flush to the bodyshell con‐
tour)
The welding seam is execu‐
ted without interruption where
possible.
4 - Gas arc full seam, in‐

terrupted (where necessary,
must be ground off flush to
the bodyshell contour)
The welding seam comprises
gas arc full seams arranged
in series at approx. 20 mm
apart, separated by interstices
of the same length.
5 - Brazing
6 - MIG brazing
7 - Spot welding (RP)
8 - Spot welding seem (one layer)
9 - Spot welding seam (two layer)
10 - Spot welding seam (two layer offset)
3.4 Symbols, riveting
1 - Solid rivet
2 - Riveted nuts
3 - Riveting tongs
4 - Pop rivet
3.5 Symbols, corrosion protection
3. Explanation of symbols 21
1 - Cavity preservation
2 - Seal
4 Design features of the vehicle body

⇒ m4.1 ix”, page 23
4.1 Multi-material mix
Note
♦ When grinding and welding steel parts, the aluminium parts

must be covered. The steel chips that fall in must be re‐
moved from the aluminium immediately, otherwise contact
corrosion will occur.
♦ When working on aluminium parts, only use tools designed
for aluminium .
In addition to the classic clean steel body, more and more

mixed body superstructures are used. This means that various
materials are used in combination with one another.
Common materials in modern vehicle bodies:
♦ Steel (different strengths)
♦ Aluminium
♦ Magnesium
♦ Plastics
♦ Fibre composite plastics
♦ Carbon fibre materials
4. Design features of the vehicle body 23

5 Damage assessment
⇒ p5.1 oints”, page 24
⇒ w5.2 eld seams and body connections”, page 24
⇒ r5.3 eduction during impact”, page 24
⇒ m5.4 ethods / damage diagnostics”, page 27
⇒ o5.5 f the materials used”, page 27
⇒ s5.6 afety”, page 29
5.1 General points

When repairing vehicles involved in an accident, damage on the
chassis or the unit mounting cannot be overlooked; as they can
lead to major consequential damage later on under certain cir‐
cumstances. In the event of accidents which indicate the vehicle
was subject to high stresses, particular attention must be paid
to the following parts - irrespective of the axle alignment which
must be carried out anyway:
♦ Check steering and steering linkage for perfect functioning
across the angle. Carry out a visual check for bends or
cracks.
♦ Check suspension, all chassis parts such as arms, suspen‐
sion struts, knuckles, anti-roll bars, assembly carriers, axle
beams and their holding down springs for bends or cracks
♦ Examine alloys, tyres for damage, run-out and imbalance.
Check tyres for cuts in the profile and on the flanks, check
the tyre pressure.
♦ Examine suspensions for engine, gearbox, axles and ex‐
haust system for damage.
♦ By performing a suitable test drive after carrying out repairs
means you can be sure the vehicle is roadworthy and can be
handed back to the customer without any concerns.
5.2 Check weld seams and body connec‐

tions
The method of colour penetration is suitable for testing surface
cracks. For this purpose, the approved materials must be used.
Note
Do not clean the area with a brush before the test, the cracks
could become soiled.
5.3 Force reduction during impact
24 5. Damage assessment
The illustration above explains how the energy is conducted

around the vehicle cabin during the side impact. In the case
of damage assessment, particular attention should therefore be
paid to door side impact, as well as to connecting the A and B
pillar to the side rail and the roof frame.
5. Damage assessment 25
The goal of the body design is that as much energy as possible

is dissipated in the area of the front bodywork.
If the structural damage in the front part of the vehicle is signif‐
icantly damaged, the transition area of the A-pillar to the roof
frame or lower part must also be taken into account in the event
of a damage assessment.
Due to the structure, the entire outer mantle should also be
inspected because elastic deformations of the high-strength
structure can cause plastic deformations in the outer mantle.
In the event of a damage assessment at the rear, one should

pay particular attention to the sheet metal deformation in the
area of the boot floor. Due to the suspension effect of the ap‐
plied materials, damage can occur here, although longitudinal
beams have no dimensional deviation.
5.4 Measuring methods / damage diagnos‐

tics
♦ You will find information on approved measuring instruments
⇒ ŠKODA AUTO a. s. workshop standards.
♦ Information on body dimensions as well as clearance dimen‐
sions can be found in the vehicle-specific repair instructions.
5.5 Overview of the materials used

⇒ f5.5.1 eatures of deep drawn steels”, page 27
⇒ f5.5.2 eatures of high-strength and ultra-strength steels”,
page 28
⇒ e5.5.3 lements”, page 29
5.5.1 Special features of deep drawn steels

The car bodies and the body platform are manufactured from
cold-formed deep-drawing panels in series production. For this
reason, reverse deformation is carried out in the same way.

If the damage circumference does not allow deformation, the
damaged part should only be cut out after the bearing surfaces
have been balanced.
5.5.2 Special features of high-strength and

ultra-strength steels
High-strength plates are increasingly used in our vehicles. The
areas of use of these plates are shown in a image in the repair
manual ⇒ Bodywork repair; 00 Specifications; Galvanised body
parts, high / high strength and thermoformed body panels,
What is higher-strength sheet metal?
A normal panel visually which has a higher that normal yield
strength than the normal body panel. This means that the in‐
dentation in the higher-strength sheet is not as deep as in the
standard body panel with the same force acting on the panel.
What must be taken into account during the bulking process?
The usual tools are used to buckle out. A greater spring recoil
force arises as a result of the larger dent resistance which
means a greater force is needed. When kinks are deformed
back, material fractures may result.
What must be done when straightening with the straightening
bench or hydraulic press?
The larger spring recoil force in the higher-strength panel
means a greater overextension is required before it remains
in the required position. Due to the higher force application,
normal panels which are welded with a higher-strength panel
are also subjected to greater strain. To prevent the normal
panel from given away or tearing, additional anchors must be
provided.
WARNING
♦ If a higher -strength panel is overextended too strongly,

it will suddenly jump to a larger length than desired!!!
♦ For safety reasons, do not heat higher-strength body
panels when reverse forming in the same way that doing
so with a standard body panel is also prohibited!
♦ Welding high-strength steels is permitted according to
the repair guidelines with the specified cutting sections
and welding methods.
What are the most advanced hot-formed steel sheets?

Steel sheets which, as the name suggests, are formed in hot
conditions at temperatures between 900 ° C and 950 ° C. The
steel sheets obtain their high strength, via a specific cooling
process in the moulding tool. They are mould-hardened. Using
ultra-strength hot-formed steel plates reduced the weight of the
body without any loss in strength. For vehicles with the ultra-
strength hot-formed steels, only spot welders with inverter tech‐
nology (see operating equipment and special tools catalogue)
may be used.
Stretching limits of the sheet steel used:
Identification Stretching limits
Low-strength steels - common <300 MPa (N / mm²)
deep-drawing steels
High strength HSS steels 270 - 700 MPa (N/mm²)
Identification Stretching limits

High strength micro-alloyed 350 - 730 MPa (N/mm²)
HSLA steels
Ultra high-strength UHSS 450 - 1180 MPa (N/mm²)
steels
Hot-formed high-strength MS 1200 - 2000 MPa (N/mm²)
steels
5.5.3 Connection elements

Using of unsuitable connection elements (screws, nuts, wash‐
ers, etc.) can cause contacts to become corroded. This is why
only connection elements with a special surface coatings are
fitted. The rubber or plastic parts and the adhesives are also
made from electrically non-conductive materials. If there is a
doubt about re usability of parts, new parts ETKA - Electronic
Catalogue of Original Parts must generally be installed.
Note
♦ Only use genuine parts! They are tested and can be used on
aluminium.
♦ Accessories must be approved by ŠKODA AUTO a. s!
♦ When using materials which are not approved, damage by
contact corrosion is not covered by the warranty!
5.6 Passive safety

♦ Child restraint systems (safety belt systems)
♦ Safety instructions for seatbelt tensioners
♦ Working on the vehicle with seatbelt tensioners
♦ Dispose of pyrotechnic components which have not been
triggered
♦ Child restraint systems (airbag systems)
♦ Special features when working with seats with side airbag
♦ Disposal methods
Information can be found in vehicle-specific repair instructions
⇒ Body - interior assembly work; Rep. gr. 69; Occupant protec‐
tion; seat belts
6 Methods of thermal connection

⇒ o6.1 f thermal connection”, page 30
⇒ w6.2 elding (RP)”, page 30
⇒ s6.3 eams - shielding gas”, page 32
⇒ w6.4 ith SG full seam (shielding gas) and quilting seam”,
page 33
⇒ s6.7 oldering”, page 35
⇒ j6.8 oining process in repair (steel)”, page 35
⇒ j6.9 oining process during repair (aluminium)”, page 35
6.1 Methods of thermal connection

The following chapter presents thermal connection methods
that are currently used in body repairs.
6.2 Spot welding (RP)

The basic principle of the most faithful manufacture of the origi‐
nal welded joint can be found in repair work using welding.
This assumes that:
♦ Welded sheets cover each other.
♦ The welding point is accessible on both sides for electrodes.
♦ Device output for spot welding (RP) means that it is possible
to manufacture the welding point at the factory.
Access to the welding points is different for service work on the
body. Therefore, the complete set of the most versatile designs
of electrodes for spot welding (RP) must be available.
Spot welding of galvanized panels
Note the following points when spot welding galvanized panels:
♦ The flanges to be joined must lie flat. The flanges may be
clamped with pliers.
♦ This is particularly important for high-strength sheet metal,
since otherwise the electrode force is not sufficient.
♦ Do not use the welding tongs directly next to the clamping
jaws, since otherwise a large part of the welding current
flows off by shunt.
♦ If you have small distances between points, join points in
a row or join every 3rd point for fixing, and then separate
them. This reduces the influence of the shunt.
♦ Observe the Owner's Manual and the installation instructions
for the appliance manufacturer.
Gauges, instruments
Only approved instruments according to ⇒ ŠKODA AUTO a. s.
workshop standards may be used.
Peel test
30 6. Methods of thermal connection

– For the required displacement average of sheet metal RP

welding, determine the setting parameters according to the
manufacturer's specifications and test them with test plates.
– Check all point connections 100% with a chisel.
During this test, welding points of perfect quality do not tear in
the tangential plane but are “peeled off”.
– Cut out the knob diameter according to the following formula
and check on the test plates before the start of the repair.
Square root z T1*3.5*1.15
Note
T1 is the thinnest sheet metal of a sheet metal pair, For exam‐

ple, a 1.5 mm and 0.8 mm sheet metal pairing. Calculation
example: root of 0.8 x 3.5 x 1.15 = 3.6 mm peel-off diameter. In
this test, the narrow welded pro strip is unrolled, or unrolled with
force acting perpendicular to the sheet metal surface.
Gauges, instruments
WARNING
♦ Welding and grinding must always be carried out with

suction!
♦ Never weld and grind in a room at the same time!
♦ Thoroughly clean the working area as per dust accumu‐
lation!
♦ Dust particles must not be blown out with compressed
air!
♦ Cleaning of the exhaust gas extraction system must be
carried out at regular intervals!
♦ The respective UVV and BG regulations must also be
observed.
6. Methods of thermal connection 31

6.3 Hole seams - shielding gas

Point-hole seams (shielding gas) are usually used when stand‐
ard resistance points can not be restored e.g. due to limited
access.
Observe the vehicle-specific repair instructions.
Fundamentals of hole spot welding (shielding gas)
♦ Detach the weld points with a milling cutter for weld points or
grind them.
♦ Remove the damaged part, cut it off with a chisel, if required.
♦ Grind the overhangs.
♦ Adjust the new part.
♦ Drill the top plate for hole seam welding (in the repair guide
thread, determine the vehicle-specific drilling averages).
♦ Clean the flanges and remove the corroded layer.
♦ Carry out hole seam welding from the centre to the outside.
Note
Rivets are also permitted in part. Follow the "Body Repair" re‐
pair booklet.
Gauges, instruments

WARNING

suction!
lation!
air!
observed!
6.4 Seal with SG full seam (shielding gas)

and quilting seam
Welding with SG full seam (shielding gas) or with quilting seam
is mostly used for fitting dull or overlapping borders. Depending
on very high temperatures during welding and the related modi‐
fied properties of modern materials, the range of application
for this bonding method is increasingly limited. Observe the
vehicle-specific repair instructions.
Gauges, instruments
WARNING

suction!
lation!
air!
observed!
6.5 MIG welding

MIG soldering is fundamentally different from stepped seam
welding (shielding gas) or SG full seam due to the significantly
lower temperatures that are required. The advantage of MIG
soldering is a markedly reduced warping of the material in the
components which have to be connected. Therefore, the con‐
nection method is also suitable for larger, flat components.
Further advantages are:
♦ Lower structural changes in components.
♦ Reduces the amount of corrosion protection that is standard.

♦ Preservation of the zinc layer on the components.

What is MIG soldering
♦ This is the brazing method, which is also called metal braz‐
ing under inert gas.
♦ The base material (bodywork sheet) is not fused, soldering
is used to coat the edges and connect the components.
♦ MIG is an abbreviation of metal inert gas. Inert gases have
no share of the processes between the electric arc and the
weld.
♦ The inert gases used include argon or helium, mixed with
carbon dioxide or oxygen.
♦ up to 450 ° C: soldering
♦ from 450 ° C: brazing
Gauges, instruments
WARNING

suction!
lation!
air!
observed!
6.6 Laser welding
Note
This compounding method is used exclusively in production.
You can find information about the replacement method in the

index in chapter ⇒ j6.8 oining process in repair (steel)”, page
35 .


During laser welding, a high-energy light beam is fed to the
weld seam position using optical glasses or using optical fibres.
During welding, the sheet metal is melted and the under-plate is
melted, and the weld seam is fed out with and without additional
material.
6.7 Laser soldering
Note
This compounding method is used exclusively in production.
You can find information about the replacement method in the

index in chapter ⇒ j6.8 oining process in repair (steel)”, page
35 .
In laser welding, only supplementary material is used. The wel‐
ded joint does not significantly differ from the MIG solder joint.
Only melting of the additional material is not carried out using
an electric arc, but, as in the case of laser welding, using a
concentrated beam of light. With laser technology, energy can
accurate lead to the point. Unintended side effects such as heat
deformations are slightly small.
6.8 Replacement joining process in repair

(steel)
In production For repair
Spot welding Spot welding adhesives / MAG
spot welding / MAG
welding
MAG welding MAG welding
MIG welding MAG welding
Laser welding MAG welding
Laser soldering MIG brazing
bonding
MAG welding
Observe the information in the repair
booklet
Gluing Bonding / MAG welding
Spot weld-bonding Bonding with points / additional welding
points / additional MAG welding
Blind rivets Blind rivets
Use only predefined blind rivets accord‐
ing to RLF.
Commercial blind rivets generally do not
have sufficient strength.
6.9 Replacement joining process during re‐

pair (aluminium)
in production during repair
MIG welding MIG welding
Spot welding is not used
MIG welding is not used
Laser welding Gluing and riveting

in production during repair

Gluing Gluing and riveting
Self-piercing rivets Self-piercing rivets
Blind rivets Blind rivets
Use only predefined blind rivets accord‐
ing to RLF.
Commercial blind rivets generally do not
have sufficient strength.

7 Cold joining process

⇒ 7.1 , page 37
⇒ a7.2 dhesive connections for aluminium”, page 37
⇒ 7.3 , page 39
⇒ -7.4 Pairing riveting tools”, page 45
⇒ s7.5 crews (flow drill screws)”, page 46
⇒ t7.6 hrough”, page 47
7.1 Gluing
To increase the stiffness and strength of bodyshells, an increas‐
ingly greater number of spot welding joints and glued joints are
created at the factory.
These compounds differ as follows:
♦ With glued joints, the panels are only joined with glue.
♦ When gluing with additional point or rivet connections, so-
called hybrid bonding is used.
Note
The adhesive connection may only be re-established with mate‐

rials specified in the repair guide thread or in the spare part
program.
7.2 Establish adhesive connections for alu‐

minium
Note
The following descriptions do not replace the vehicle-specific

RLF!
Pre-treatment of the old flange

– Removal of glue residues, varnish, wax, etc.
– Sand the bonding surface to a bare metal, with a clean 80 or
100 grit sanding disc.
– Remove sanding dust with a clean brush (do not use sol‐
vents).
Pretreatment of the flange on the new part:
– Clean the painted flange with a special cleaner
When painting the inside of the new parts, cover the adhesive
surfaces!
– Apply adhesive on the body side, join parts and fix. Diameter
of adhesive bead: 3.5 mm
7. Cold joining process 37

Join and fix parts within the processing time specified by the
adhesive manufacturer, otherwise the adhesion to the flanges is
insufficient due to the formation of a surface skin.
– Pull in the rivet and wipe off any adhesive.
The rivet must be drawn in before the adhesive sets. The avail‐
able times depend on the ambient temperature.
Please note the information on the technical data sheet for the
adhesive.
Note
If the adhesive escapes on both sides over the entire length,

the adhesive application is sufficient.
The adhesive must be cured before further surface treatment.
Note
♦ For large parts, such as the roof it is necessary to carry out

the work with an assistant, otherwise the adhesive will dry
before the work is finished.
♦ Before attaching the mixing nozzle, make sure that the
openings of the double cartridge are clean. Attach the mixing
nozzle firmly, press out a bead of adhesive approx. 10 cm
long and apply the adhesive.
♦ If work is interrupted for up to 30 minutes, press out a bead
of adhesive approx. 10 cm long so that new material is
mixed. If work is interrupted for 30 minutes or more, replace
the mixing nozzle and press out a 10 cm bead of adhesive.
If several cartridges are required for a repair, they can be
processed with a mixing nozzle.
Equipment
Only the devices approved according to the workshop equip‐
ment catalogue may be used.
38 7. Cold joining process

Note
♦ Wear safety gloves and safety goggles.

♦ Prevent direct skin contact with fuel!
♦ Avoid breathing solvent vapours.
♦ Process adhesive only in well ventilated spaces.
♦ The manufacturer's hazard warnings must be observed.
♦ Also observe the accident prevention regulations applicable
in the respective countries.
♦ The relevant safety data sheets for the adhesives must be
observed.
7.3 Rivet
⇒ r7.3.1 ivet”, page 39
⇒ r7.3.2 ivet”, page 40
⇒ f7.3.3 aults”, page 42
Note
For remarks on the special tools, test and measuring instru‐

ments and auxiliary equipment required,please refer to the ve‐
hicle-specific repair instructions or the ⇒ Škoda auto a.s. work‐
shop standards.
7.3.1 Solid rivet

Open the rivet
– If necessary, Carry out separation cuts.

– Squeeze the locking head and the rivet with a rivet tool.
– Remove the damaged part, cut it off with a chisel, if required.
Fitting a full rivet

– Adjust new parts, apply glue and attach new part to body.
– Remove the flanges using a riveting tool.
When driving out, punching and embossing are carried out dur‐
ing the work process.
Note
For all work, adjust the riveting device to the thickness of the
material. To prevent protruding flanges from being perforated,
insert staples into the pressed openings.
– Fasten the rivet and insert the rivet head with the rivet.
There are corresponding inserts available for different rivet di‐

ameters for the riveting machine.
Note
♦ Contrary to series production all rivet connections are also

attached by the customer service team. See adhesive bond‐
ing ⇒ 7.1 , page 37 . A full rivet is made of aluminium.
♦ There are various full rivets available, observe the vehicle-
specific repair instructions in this regard.
7.3.2 Pop rivet

Open the blind rivet


– Drill out the blind rivet, drilling diameter 4.5 mm.
WARNING
Collect remains of the blind rivet! If the remains fall into the
cavities and can not be removed, they must be connected
with wax in cavities.
Fit the blind rivet
– Adjust new parts, fit to the car body and fasten.

– Drill the new part and old part your own material drill through
one another, ∅ 2.5 mm.
– Remove new parts.
– Drill holes with rivet tool in all parts.

Note
♦ For all work, adjust the riveting device to the thickness of the
material. The diameter is increased to 4.8 mm when driven
out. The embossing must show in all parts inwards.
♦ Extruded profiles can not be driven out. Lover new part with
extruded profile, remove part and drill the extruded profile to
∅ 4.8 mm.
– Apply adhesive.
– Insert blind rivet and pull pin with rivet pliers.
Note
♦ Contrary to series production all rivet connections are also

attached by the customer service team. See ⇒ 7.1 , page 37
Adhesive bonding.
♦ There are various blind rivets available, observe the vehicle-
specific repair instructions in this regard.
7.3.3 Rivet faults

Open countersinks

Open recesses on the entire circumference are not permitted.

Partial open recesses up to a gap width of 0.04 mm are permis‐
sible.
Impacts,e.g. with a curved pressure ram, are permissible if tol‐
erances for the closing and setting head are observed.
Non-adjacent rivet heads
Loose rivets are generally not permitted.

A partial gap of up to 0.05 mm is permissible.
The rivet connection buckling
During riveting, the rivet material is forced into the gap causing
rivet stress in the bend.
Buckles of this type are not permitted!
Buckles between rivet connections
The gap width must not exceed 0.3 mm.

Shearing cracks

Cracks which are not cut through (above) are permissible.

Notches
Permissible incision depth is 1/4 * height of the head.

Rings
Rings in the closing head are produced by using a small pres‐

sure ram.
Permissible ring depth is 1/4 * height of the head.
Complete ring formation is not permitted.
Offset closing head

Offset head is not permitted as soon as the closing head touch‐

es the hole ring and a hole is visible in the rivet.
7.3.4 Notch-cone rivets

Stainless steel-coated notch cone rivets are used.
Note
Stainless steel rivets must not be drilled or sanded due to the

risk of corrosion.
Handling rivets
A - Fitting a rivet
B - Pressing process
C - Pressing in and driving out
D - Finished connection with notch cone rivet
Gauges, instruments
7.4 Overview - Pairing riveting tools
Note
♦ This map is for orientation only. Please refer to the enclosed

Owner's Manual for working description and usage.
♦ In order to increase the service life of the riveting tools,
common cutting oil must be used.

D 1 + D 2 - ∅ 3.2 mm - press
rivet
D 2 + D 3 - ∅ 3.2 mm - press
rivet
D 2 + D 5 - ∅ 5 mm - press
rivet
D 3 + D 5 - ∅ 5 mm - press
rivet
D 4 + D 5 - ∅ 5 mm - press
rivet
D 5 + D 12 - Open ∅ 8
mm opening - hole for welded
connection
D 6 + D 7 - Open the opening
for ∅ 4.8 mm - blind rivet
D 8 + D 8 - Reshaping the
sheet
D 8 + D 9 - Press in ∅ 4 mm -
Full rivet
D 10 + D 11 - Drive out ∅ 4
mm - Full rivet
D 13 + D 14 - ∅ 5.3 x 7.5 mm
- press rivet
D 17 + D 17 - Reshaping the
sheet
D 15 + D 16 - Open the open‐
ing for ∅ 6.0 mm - full rivet
D 17 + D 17 - Press in ∅ 6.0
mm - Full rivet
S 1 + D 2 - ∅ 3.2 mm - press
rivet
S 2 + S 3 - Fit ∅ 3.2 mm - press rivet
S 4 + D 5 - ∅ 5.3 x 5.5 mm - press rivet
S 5 + D 5 - ∅ 5.3 x 6.5 mm - press rivet
S 6 + S 7 - Fit ∅ 5.3 x 5.5 mm - press rivet
S 6 + S 8 - Fit ∅ 5.3 x 6.5 mm - press rivet
7.5 FDS screws (flow drill screws)

In the case of flow drill screws, the lower component is heated
by heat that is generated when the rotating screw is rotating.
Then the thread-tapping screw (flow-drill screw) is screwed into
the soft aluminium.

7.6 Pressing through

Pressing through is a connection method by pressing the sheet
metal connection without using an additional material. It can be
calculated for the connection methods, as well as forming meth‐
ods, because the connection is achieved by material shaping.
Repair instructions
– Remove the old flange by peeling it off.
– Balance the remaining flange.
Note
For all work, adjust the riveting device to the thickness of the
material.

– Fit the new parts and retract the full or blind rivet according
to the "Body repairs” repair booklet.
Gauges, instruments

8 Cutting techniques for body repairs;

areas of application
⇒ 8.1 , page 48
⇒ 8.2 , page 48
⇒ 8.3 , page 48
⇒ 8.4 , page 49
⇒ a8.5 dhesive bonds”, page 49
8.1 Bore
The bore is used to loosen the spot welding seams of spot
welding and riveting. When drilling, ensure that the components
at the rear are not damaged. When the two- and multi-layer
welded joints are released, the sheet remaining on the vehicle
must not be reduced any more than is necessary. Before drilling
out of the cavities, carefully remove any chips (vacuum).
8.2 Cutting
When cutting, a distinction is made between two commonly
used device types:
♦ pneumatic saw with short stroke
♦ Oscillating saw
Advantages of pneumatic saws with short stroke:
♦ Quick cutting.
♦ Radius cutting can be carried out.
♦ It can also be used with profiles that have been significantly
shaped.
Advantages of oscillating saws:
♦ Clean straight cuts.
♦ Low penetration depth, therefore especially suitable for dou‐
ble-walled sheets.
Note
Before cutting from the cavities, carefully remove any chips

(vacuum).
8.3 Sanding
Grinding can be a very sensible alternative to drilling, especially
when loosening high-strength welded joints. Welding points, la‐
ser seams or soldering seams can be loosened very easily by
grinding. Again, care must be taken that the materials do not
become weaker than necessary, do not damage them.
Disadvantages of grinding:
♦ Because of the sparks, valuable safety precautions are re‐
quired on the vehicle and in its surroundings.
♦ Higher temperatures than during drilling, which is why envi‐
ronmental and corrosion protection damage is impaired.
48 8. Cutting techniques for body repairs; areas of application

8.4 Milling
In the case of bodywork repairs, a distinction is drawn between
ball milling -A- and BTR milling -B-.
Spherical milling is used when spatial conditions do not allow

the use of BTR milling to loosen the spot welding seams.
When working with BTR milling cutters, make sure that the
milling cutter is not misaligned. Due to the milling distortion, it
can easily be bent. No drills should be used with regard to the
milling design.
8.5 Remove adhesive bonds

Adhesive surfaces of the body can be detached by heating the
connection.
WARNING
When the adhesive joints are released, toxic gases are

formed, which is why good room ventilation and suitable
smoke extraction are important.
8. Cutting techniques for body repairs; areas of application 49

9 Repairing surfaces
⇒ s9.1 heet steel techniques”, page 50
⇒ a9.2 nd aluminium mastic”, page 51
⇒ t9.3 in processing”, page 52
⇒ o9.4 f properly shaped surface / Delivery to the paint shop”,
page 52
9.1 Bulking sheet steel techniques

⇒ b9.1.1 ulking (with varnish damage)”, page 50
⇒ b9.1.2 y pressing (without lacquer damage)”, page 50
⇒ b9.1.3 ulking outwards/ removing”, page 50
9.1.1 “Classic” bulking (with varnish dam‐

age)
Note
During bulking work, ensure there is corrosion protection on the

inside!
The disadvantage of this technique is, firstly, limited usability

(design visibility) as well as excessive stress on the material
caused by the method. The material surplus resulting from
this must often be extruded while warm, which again creates
considerable disadvantages for material strength and corrosion
protection.
9.1.2 Bulking by “pressing” (without lacquer

damage)
Note

inside!
The bulking technique without lacquer damage is mostly used

with minor damage. The indentation is easily pressed from the
inside to the outside. Thereby, the centre of the depression is
pressed in several steps.
A - Example pressure set
9.1.3 Bulking “bulking outwards/ removing”
Note

inside!
The outdoor bulking technique is not only used as an adhesive

technique without lacquer damage, but also as a technique with
lacquer damage, due to welding of drawing bits. The selected
method depends on the type of damage. In both methods, the
indentation is extruded from outside the sheet. By re-forming
slow, the material structure is considerably less stressed.
50 9. Repairing surfaces
Advantages of this technique:

♦ Reduced excess material elongation.
♦ Corrosion protection for minor damage.
♦ Reduced demand for expansion in the vehicle.
♦ Get original part (replace part if necessary).
9.2 Metal and aluminium mastic

Processing metal and aluminium mastic has many advantages:
♦ Very good adhesion to non-painted surfaces.
♦ When used professionally, there is a small tendency to
“overlap” or “lower” at the end.
♦ Due to slight heating, it can also be used in adhesive areas.
♦ No border marking in transition areas.
Note
Only approved mastics may be used.
WARNING
♦ Follow the instructions for processing on the containers.

♦ Before applying the sealant, remove glue residues, basic
residues and the like from the crevices.
♦ The surface temperature must be checked when drying
by using infra-red radiators.
♦ Infra-red emitters with their own control system have
a tendency to present measurement errors on smaller
surfaces, which can lead to damage to the components.
9. Repairing surfaces 51
9.3 Lead-free tin processing
Note
♦ It is no longer permissible to process tin as well as lead-free

tin.
♦ To create a properly formed surface, materials approved by
the manufacturer must be used.
9.4 Definition of “properly shaped sur‐

face” / Delivery to the paint shop
A correctly shaped surface is the surface with dimensional ac‐
curacy of edges and depressions from the surface.
It is given for:
♦ Parts and parts machined by the car body specialist, after
sanding, welding or dry filling, are ground with a minimum
particle size of 80 mm
♦ Body finishing work completed
52 9. Repairing surfaces
10 Straightening the vehicle

⇒ 10.1 , page 53
⇒ c10.2 uts”, page 53
⇒ o10.3 ffcut sections and parts”, page 53
10.1 Alignment
The bodyshell and the body platform are manufactured from
cold-formed deep-drawing panels in series production. For this
reason, the reverse deformation must be done in the same way.
Note
When aligning kinks with sharp edges, there is a risk that the
panel will suddenly tear.
If the extent of damage no longer allows for a reverse deforma‐

tion against the direction of the accident, the damaged part
must not be cut out until after the connection surfaces have
been aligned.
10.2 Separation cuts

Separation cuts having an influence on the form stability of
the bodyshell and thus the operating and on-road safety of the
vehicle, must be repaired in accordance with the instructions in
this Workshop Manual.
10.3 Bodyshell offcut sections and parts

“Offcut sections” are offcuts of single parts which are delivered
pre-cut to the required dimensions by the spare parts ware‐
house.
“In contrast, parts” must be cut from the spare parts to the
required dimensions.
10. Straightening the vehicle 53

11 Corrosion prevention
⇒ b11.1 ody protection”, page 54
⇒ l11.2 ong-term protection if filling is needed”, page 54
11.1 Long-term body protection

The body is manufactured in sheet metal galvanized on both
sides.
The standard protection against corrosion must be restored af‐
ter repairs by using the materials recommended by the manu‐
facturer, as this is indispensable in order to guarantee corrosion
does not occur.
– E.g. apply zinc spray -D 007 500 A2- to the contact surfaces
of the components to be connected before welding.
– Apply corrosion protection to bare metal parts within 20 mi‐
nutes after the repair → General information paint; 00 Tech‐
nical data; Original products; Corrosion protection.
– Use, e.g., sealing compound -AKD 476 KD5 05- to seal the
panel overlaps, panel sides, butt joints, welding seams etc.
completely → General paint information; 00 Technical data;
Original products; Corrosion protection.
– Restore the vehicle protection.
– After applying the finish paint protect all the hollow spaces
near the repair location.
– Unlock all water drainage openings once the hollow space
protection material has dried.
11.2 Body long-term protection if filling is

needed
The body is manufactured in sheet metal galvanized on both
sides.
The standard protection against corrosion must be restored af‐
ter repairs by using the materials recommended by the manu‐
facturer, as this is indispensable in order to guarantee corrosion
does not occur.
– E.g. apply zinc spray -D 007 500 A2- to the contact surfaces
of the components to be connected before welding.
– E.g. only apply 2K epoxy filler -D 787 400 M2- to bare metal
and then treat the repair area to be corrosion-resistant →
General information paint; 00 Technical data; Original prod‐
ucts; Corrosion protection.
– Use, e.g., sealing compound -AKD 476 KD5 05- to seal the
panel overlaps, panel sides, butt joints, welding seams etc.
completely → General paint information; 00 Technical data;
Original products; Corrosion protection.
– Restore the vehicle protection.
– After applying the finish paint protect all the hollow spaces
near the repair location.
– Unlock all water drainage openings once the hollow space
protection material has dried.
54 11. Corrosion prevention

12 Plastic repair
⇒ r12.1 epair”, page 55
⇒ i12.2 ndentations”, page 55
⇒ s12.3 cratches”, page 56
⇒ a12.4 crack (up to 100 mm length)”, page 57
⇒ a12.5 hole (up to 30 mm diameter)”, page 59
⇒ r12.6 epair (GRP)”, page 60
12.1 Plastic repair
WARNING
Please observe the general accident prevention regulations.

Safety-relevant parts which, after a repair, no longer guaran‐
tee function, e.g. absorbing forces, may not be repaired.
Plastic part repair with a plastic repair kit is defined as a repair

of painted plastic body parts, For example, bumper and mirror
housing. Prior to repair, care should be taken to check whether
the repair is feasible and from an economic standpoint (repair /
new part).
Plastic parts with a structured surface can also be repaired. But
a surface quality like the new part is not always achieved to its
fullest extent.
12.2 Repairing indentations
12. Plastic repair 55

– Clean and dry the repair part first.

– Now heat the area of the bump with the hot air blower until it
can be pressed out with a suitable tool.
– Now sand the area of the bump with sandpaper grade P120.
– Then clean the repair area with the cleaner. The flash-off
time is 5 minutes.
– Spray the adhesion agent thinly and observe a flash-off time
of 10 minutes.
– Now you can fill up the remaining unevenness with the ad‐
hesive and smooth it with a spatula.
– With an infra-red radiator you can accelerate curing. Set it to
15 minutes at 60 ... 70 ° C.
– Now sand the repair site with sandpaper grade P120.
– Now remove the sanding dust.
– Lacquer construction should be carried out according to the
repair booklet chapter on lacquer.
12.3 Repairing scratches
56 12. Plastic repair


– With abrasive paper P80, you can remove the protruding
material.
time is 5 minutes.
of 10 minutes.
– Now you can fill up the remaining unevenness with the ad‐
hesive and smooth it with a spatula.
15 minutes at 60 ... 70 ° C.
12.4 Repairing a crack (up to 100 mm length)


– By drilling and grinding the crack in a V-shape, you can
remove any unevenness caused by overstretching. Roughen
with P120.
time is 5 minutes.
of 10 minutes.
– First, you should use a reinforcing fleece on the back of the
repair part with the adhesive, so that it overlaps the damage
area at least 20 mm.
15 minutes at 60 ... 70 ° C.
– Then you can fill the point that have been grounded out with
the glue on the front and smooth it with a spatula.
– you should also accelerate the curing with the infra-red radi‐
ator as mentioned above on the front.
– Now sand the repair site with sandpaper P120.


12.5 Repairing a hole (up to 30 mm diameter)

– With sandpaper P120, you should sand the funnel-shaped
repair site 10-20 mm, dimension a.
time is 5 minutes.
of 10 minutes.
– First, you should use a reinforcing fleece on the back of the
repair part with the adhesive, so that it overlaps the damage
area at least 20 mm.
15 minutes at 60 ... 70 ° C.
– Then you can fill the point that have been grounded out with
the glue on the front and smooth it with a spatula.
– you should also accelerate the curing with the infra-red radi‐
ator as mentioned above on the front.


12.6 Plastic repair (GRP)

⇒ p12.6.1 rocess breakage point”, page 61
⇒ s12.6.2 urface damage”, page 62
WARNING
Please observe the general accident prevention regulations.

Safety-relevant parts which, after a repair, no longer guaran‐
tee function, e.g. absorbing forces, may not be repaired.
1.- Breakage point

♦ Fibreglass mat, polyester resin and hardener
2.- Surface damage

♦ Glass fibre-reinforced polyester resin, hardener
Note
For processing the materials, please refer to the manufacturer's

instructions for use.
12.6.1 Repair process “breakage point”
– Sand the edge of the breakage point at an angle of approx.

45 °.
– Sand surface, approx. 100 mm in circumference around the

breakage point (hatched area) with P150er sandpaper and
clean with silicone remover.

– Cut three glass fibre mats to size: -1- approx. 25 mm over‐

lapping the breakage point, -2- about 50 mm overlapping, -3-
cut approx. 75 mm overlapping.
Note
For larger breakages, it is advisable to make a support made

of styrofoam. Coat the polystyrene with an uncovered, commer‐
cially available PE plastic film to prevent contact with polyester
resin. Then attach the prepared support to the inside of the
breakage site with adhesive tape.
Apply fibreglass mats.
– Polyester resin (observe the manufacturer's instructions for

use).
– Thinly apply polyester resin to the fracture site.
– Soak the smallest glass fibre mat -1- with polyester resin
and apply to the breakage site -4-.
– Air bubbles in the polyester resin must be removed immedi‐
ately after application with a sharp tool.
– After curing, plane the applied material with P120 sandpa‐
per.
– Clean the repair point with silicone remover.
– Repeat the process with the second -2- and third -3- fibre‐
glass mat.
12.6.2 “Repairing surface damage”
– Grind the surface in a V-shape.

– Sand the surface, approx. 50 mm circumference to the sur‐
face damage (hatched area) with P150er sandpaper.

– Clean the repair point with silicone remover.
– Mix the glass fibre reinforced polyester resin (observe the

manufacturer's instructions) and place it on the repair area
(hatched area).
– Repair site after hardening and sanding with a silicone re‐
mover.

13 Glass repair
⇒ w13.1 indow repair”, page 64
13.1 Front window repair

In addition to the replacement of glued front windscreens, there
is the option, under certain conditions, of a more cost-effective
way to repair front windscreens.
Tinted windows, partly dyed windows or darkened and heated
windows can also be repaired, since tinting and the heating are
carried out by the coloured intermediate film.
Repair requirements
• The damage site must not be within the direct field of view
-1-. This field corresponds to an approximately 29 cm wide
strip (DIN A4 format transversely) to the driver's direct di‐
rection of view in the direction of travel, limited by the wind‐
shield wiper area at the top and bottom.
• Cracks originating from the damage site -2- must not be
longer than 50 mm and / or do not extend outwards into the
edge area.
• The diameter of the impact point -1- should not be more than
5 mm.
• The intermediate film -2- or the inner disc -3- must not be
damaged.
• No dirt or moisture may penetrate into the lower cracks.
• Therefore, the time of the damage should be any longer.
"Cow eye"
64 13. Glass repair

Compound breakage
Star and crack
Description of repair
Refer to the repair procedure of the repair instruction manual
that is included in the ⇒ ŠKODA AUTO a. s. workshop stand‐
ards.
♦ The repair is carried out in a place with no direct sunlight.
♦ The repair site must be approximately room temperature.
♦ The work area must be protected from moisture.
13. Glass repair 65

Note
♦ The vehicle is immediately ready for operation after the re‐

pair without any waiting time.
♦ Fracture residue traces can not be completely ruled out for
some types of breakage and do not affect the result of the
repair.
♦ After the repair, the disc is able to withstand a normal load
again via the pressed and hardened plastic resin and no
further cracking can occur. The cured resin is colourless and
has a refractive index identical to the glass.
66 13. Glass repair

14 Repairing thread
⇒ t14.1 hread”, page 67
⇒ s14.2 afety-relevant components”, page 67
14.1 Repairing thread

Use a zinc-nickel coating to repair damaged threads.
Steel chips from drilling out must be removed without leaving
any residue.
Only the original parts may be used.
Note
Only when using this coating can contact corrosion be ruled

out.
Some threads are already fitted with thread inserts from the
factory.
14.2 Repairing safety-relevant components

In accordance with vehicle-specific facts, it is permissible or
infeasible to carry out the necessary repairs, such as mounting
for axles or safety belts.
Note
14. Repairing thread 67

15 Tools
⇒ o15.1 f tools”, page 68
15.1 List of tools

⇒ Škoda Auto a. s. workshop standards
68 15. Tools
16 Decorative and protective foils

⇒ a16.1 nd protective foils”, page 69
⇒ v16.2 ideos”, page 69
16.1 Decorative and protective foils

Do not glue foils to newly painted vehicles.
• Before gluing on the foil, the fresh paint should evaporate for
approximately 3 weeks at an average temperature of 20 °C.
Note
E.g., the damaged roof film can be replaced by paint on the

Octavia III RS model with tilting sunroof ⇒ v16.2 ideos”, page
69 .
16.2 Training videos

Videos are part of an E-learning course, stored on the training
platform e.g. ⇒ CMP or ⇒ CTO and similar.
16. Decorative and protective foils 69

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General InformationBody Repairs,

Service Department. Technical Information

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Copyright © 2020 ŠKODA AUTO a. s. S0051870020

6.5 MIG welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

1.1 Fuel tanks and fuel-carrying lines.

1.2 Air Conditioning

♦ You need to suction off the refrigerant circuit when electrical

An Air Conditioning unit which has been emptied can only be

When carrying out repairs to the vehicle, the refrigerant circuit

It is recommended to hold an eye bath flask within reach.

Though the refrigerant is not a fire hazard, please do not smoke

1.3 Electronic control units

Disconnect the battery to check if an encoded radio is installed.

Before welding, always remove both battery terminals and cov‐

Always remove the vehicle battery before performing any work

Before disconnecting the battery, read the vehicle-specific re‐

1.5 High-voltage conducting components /

Service, installation and repair work on high-voltage-conduct‐

1.6 Safety instructions when performing re‐

Service, installation and repair work on the gas system as

All activities with a risk of inflammation (e.g. Car body work

1.7 Separation of aluminium and steel dust

1.8 Particulate matter

♦ When sandwiching steel and aluminium together, the explo‐

1.9 Safety instructions

1.10 Safety measures

1.11 Working on the alignment frame

1.12 Disassembly of parts

1.13 Welding work

Toxic Zinc oxide arises when welding galvanized steel

♦ Remove the battery before carrying out all welding work.

1.14 Paintwork, glass, upholstery, trims

1.15 Airbag system

1.16 Safety instructions for belt tensioners

Belt tensioner units must be removed from the vehicle prior

The seat belt system must be inspected systematically after

1.17 Warning signs

2 Fundamentals of bodywork repairs

2.1 Fundamentals of bodywork repair

2.2 Galvanised body parts

Toxic Zinc oxide arises when welding galvanized steel

2.2.1 Inert gas seam welding of galvanized

2. Fundamentals of bodywork repairs 7

♦ At the same time, the wire feeder needs to be readjusted

2.2.2 Spot welding of galvanized panels

2.3 Removing residues

2.4 New parts

8 2. Fundamentals of bodywork repairs

2.5 Foam moulds

2.6 Roof rack reinforcements

Follow the general notes! ⇒ General Information; Body Re‐

The foam moulds are fitted during the manufacturing of the

2. Fundamentals of bodywork repairs 9

– Weld the separation cuts bluntly, an inert gas shielded full

10 2. Fundamentals of bodywork repairs

Fill up with structural foam

♦ Observe the Owner's Manual of the compressed air pistol

– Heat the cartridges of the 2K structural foam for 20 min. in

2. Fundamentals of bodywork repairs 11

2.7 Original welding

2.8 Diagnosis of accident vehicles

12 2. Fundamentals of bodywork repairs