1994 JAGUAR XJ6 roof

Systems Repair Body & Body -
A4.1.3. POTENTIAL RISKS I
A4.1.3. Paint
Organic solvents, found in paints, may cause damage or severe irritation to liver, kidneys, digestive tracts and respira- tory system if inhaled over long periods of time.
Prolonged exposure to isocyanates may cause lung sensitization. Asthma
-like symptoms may develop with subse-
quent exposure to very low concentrations of isocyanates.
Solvent inhalation can cause dizziness or loss of consciousness.
Splashes of solvents, paint activators and additives can cause damage to the eyes and may cause dermatitis. Peroxide
and acid catalysts may cause burns.
Inhalation of
spray dust and sanding debris may cause lung damage.
I
A4.1.3.2 Applied Heat (Welding)
There is considerable risk of damage to eyes and skin when welding or flame cutting.
Fire is a serious danger and many materials or fluids within the vehicle are highly flammable.
Toxic and dangerous fumes may be liberated when any of the following are subjected to heat:
0 Expanded foam
0 Corrosion protection
0 Trim and seat materials
0 Paints which contain isocyanates
0 Adhesive and sealing compounds
When heated to a temperature of 3OO0C, polyurethane based compounds may liberate small quantities of isocyanate.
Many types of nitrogen containing chemicals may be liberated as breakdown products; these chemicals can contain
isocyanates, oxides of nitrogen and hydrogen cyanide.
Potentially toxic or asphyxiant fumes and gases are produced by welding, for example; zinc oxide with zinc coated
panels, and ozone gas from the MIG process.
A4.1.3.3 Metal Repair
There is considerable risk of damage to eyes, ears and skin when metal cutting, forming, or dressing is being carried
out.
Soldering may be hazardous because of heat generated fumes and skin contact with the materials.
A4.1.4. PRECAUTIONS
A4.1.4.1 Paint
The inhalation of sprays, fumes, or dust during paint application or sanding processes should always be avoided. En- sure that there is efficient ventilation / extraction at all times. Paint spraying should be confined as far as possible to
spray booths. Personnel with a history of asthma should not be engaged in any process which involves the use of
isocyanates. Any operator working inside
a spray booth where isocyanate material is present must use air-fed breath- ing equipment. Supplied air to the visor should be fed at the recommended pressure and filtered to remove oil, water,
and fumes. Operators involved in handling mixing or spraying should wear protective clothing - gloves and goggles,
to avoid skin and eye contact.
A particle mask or canister type respirator should be worn when sanding.
A4.1.4.2 Applied Heat
When welding, flame cutting, brazing etc, the operator should use as appropriate, goggles, mask/fume extractor and
flameproof protective clothing. It is especially important when working with polyurethane compounds to use air-fed
breathing equipment.
Ensure that
at all times the appropriate fire fighting equipment is available and that personnel are trained in its use.
A4.1.4.3 Metal Repair
Appropriate eye and hand protection should be worn when sanding, drilling, cutting, chiselling, flatting or welding.
Operators should wear
a face mask or air-fed visor when sanding or flatting either body solder or fillers.
When
a soldering operation has been completed, swarf must be removed from the work area and the operator must
wash his hands thoroughly.
X300 VSM 3 Issue 1 August 1994

Body Systems
A4.2.1.1 Constructional Steel Classification
Material 1 dnnlirdiam I
High strength low alloy (HLSA).
Double sided zinc plated mild steel.
1 Boron steel
1 Mild steel.
A4.2.2 BODY ALIGNMENT
The illustrations on pages 11 - Body Dimensions PLAN, and 13 -Body Dimensions SIDE VIEW, provide specifications
for damage assessment and location of replacement parts.
These dimensions must be strictly applied whether they are used for damage assessment, component location or post
repair verification.
The plan view MASTER datums are nominated on the right
-hand side of the body with the left-hand datums dimen- sioned from them. Therefore, the right-hand datums must be known to be correct before any other cross-ar dimen- sions are checked.
W: The right-hand side is always looking towards the front, from the rear of the vehicle.
All dimensions are derived from a single
(ZERO) datum point for all three axes; X for length, Z for height and V cross- car.
Issue 1 August 1994 9 X300 VSM
A4.2 BODY STRUCTURE
A4.2.1
Introduction
The Jaguar sedan range (with standard wheelbase) has a unit construction monocoque body structure with bolt-on
front fenders and welded rear fenders. The doors feature 'lift-off' hinges and welded dropglass frames.
n@#pn.s..v..
Impact prone areas, ie. seat frame and bumper mount- ings.
Exterior body panels subject to severe conditions such
as stone chipping and weather exposure (excluding
roof panel).
Door intrusion beams
Internal brackets, fillets and strengtheners.
I

Body Systems & Body Repair
A4.2.3 ZINC COATED PANELS
A4.2.3.1
Description
Approximately 65% of the 'body in white' (BIW) mass is made up of zinc coated panels.
All exterior skin panels, with the exception of the roof, are double side zinc plated and this coating (nominally
7,5 mi- crons) provides corrosion protection in two ways.
1. Should the outer layer of paint become chipped but the zinc coating remain intact, the zinc will oxidize on contact
with air. This coat of oxidation is impermeable and will prevent corrosion damage to the base metal.
2. If both the outer layer of paint and the zinc coating become damaged, the zinc will react with the air and 'sacrifice'
itself to corrosion, rather than the base metal. In this process the zinc is known as a 'sacrificial anode'.
Iynpp: To maintain the protective qualities of the zinc treatment, repairs to any damaged coated area MUST be made as soon as possible after the damage has occurred.
A4.2.3.2 Wdding Preparation
Where 'resistance spot welding' is employed, the zinc coating should be lightly abraded away on the mating surfaces
and those in contact with the electrode tips. Do not remove more of the zinc coating than is absolutely necessary.
Before welding,
a weld-through primer or inter-weld sealer should be applied, as detailed in the Body Sealing and
Preservation man ua I.
Contamination of the weld will occur ifthe plating is not removed, thus making the joint less strong; another side effect
of this will be a greater need for electrode tip dressing and increased tool down time.
In exceptional cases where the plating must remain intact, increase the tip pressure and welding current by 10 to
20%.
Where MIG welding is used as an alternative to resistance spot welding for plug, butt welds, or limited access, the prob- lems caused by the presence of zinc coating are much the same as those previously mentioned. There may also be
the added problems of increased weld spatter and nozzle contamination.
0
A4.2.3.3 Body Fillers
Conventional polyester fillers do not adhere satisfactorily to zinc plated panels. Therefore, it is important to use only
those products specifically designed for this application and follow the manufacturers recommendations.
A4.2.3.4 Refinishing
Use only those products approved by Jaguar Cars Ltd and take special care with zinc coated panels.
Replacement panels are supplied ready primed
so there should be no need for bare metal to be exposed, other than
those areas prepared for welding etc (see 'Welding Preparation' sub section 4.2.3.2).
Where any part of a panel is dressed backto a bare surface, it should be treated with a zinc rich primer compatible with
the chosen paint application system, please refer to section A4.4.1.1.
X300 VSM Issue 1 August 1994 14

0 Tape should be applied to the areas defined by arrows to ensure the travel of the foam along the hollow section.
o Expanded foam should be introduced into points circled in Fig. 1.
0 Items such as sliding roof drain tubes and the harness from the rear left-hand bulkhead through to the luggage
compartment, must be in position BEFORE the introduction of the foam.
Fig.
1
Issue 1 August 1994 24 X300 VSM
0
0
0

Body Systems & Body Repair
A4.6.7 FINISHER - DOOR FRAME
//
1. Section, door frame
2. Compression cord
3. Frame finisher
Fig.
1
+
A4.6.8 FINISHER - ROOF DRIP RAIL
2
c---
J76-1037
1. Section, roof
2. Drip rail finisher assembly
3. Assembled condition
Fig.
2
Issue 1 August 1994 42 X300 VSM

0 Gaps should be uniform around body panel contours.
0 Gaps must be parallel to within Imm in a 400mm linear measurement.
0 Panels which are centered between 2 (two) adjacent panels must have equal gaps either side; there are excep- tions to this, please refer to the appropriate specification.
0 Gaps between adjacent panels or components must not expose harnesses, labels, brackets or visually poor
joint or assembly conditions.
Particular areas of concern:
Fuel filler flap.
Trunk
lid to fenders and saddle.
Hood to fenders, grille and headlamps.
Sliding roof panel to the main roof panel.
Door gaps at fender, 'B
/ C' pillar, roof drip rail and rocker panel.
Bumper cover to fender and cross car assemblies (see section A4.6.1.4
& A4.6.1.5).
m: Please note thatthe sliding roof panel clearances are specified WITHOUT the edge seal, referto the illustration
on the following page.
A4.7.1.3 Criteria - A1;gnment
0 Panels must be correctly 'profiled' to maintain cosmetic appearance, pressure on seals and control wind noise.
Particular areas of concern:
Hood to fender.
Trunk
lid to fender and saddle.
Door to aperture.
Door to fender and adjacent door.
The relationship of the sliding roof panel leading and trailing edges to the main roof panel.
A4.7.1.4 Criteria - Exterior Fitments
Particular areas of concewn:
0 Bezels, trims and lamps must be centered within apertures and have equal clearances with adjacent panels.
Headlamp to hood, fender and trim panel.
Exhaust
tailpipe trim to bumper cover cut-out.
Rear lamp assembly to trunk lid, fender and bumper cover
trim.
Feature lines fender to door and door to door (this includes body side mouldings).
A4.7.1.5 Exterior clearances and alignments, Illustrations
Specifications for gaps and profile may be found on the illustrations on the following three pages.
A4.7.1
A4.7.1.1
Introduction
Wherever a panel, closure or component is renewed, refitted or reset, the factory specifications for clearance (gap) and
alignment (profile) MUST be attained.
There is no distinction between the importance of visual and operational characteristics; all conditions must be satis
- fied so that the vehicle looks and operates to the satisfaction of both design intent and the customer.
BODY EX7ERlOR CLEARANCES AND ALIGNMENTS
A4.7.1.2 Criteria
- Clearances
Issue 1 August 1994 43 X300 VSM

Title Material Location Fixing method Note
Primary Sponge rubber, hollow Door periphery
'C' channel in upper
section frame and 'pegged' to
door inner panel
Secondary Sponge rubber, solid
Door upper frame 'C' channel in frame Outboard of primary
Draught Metal reinforced rubber Door aperture periphery Flange edge straddle
welt extrusion, cloth covered
section
The relationship of the seals to the door and body aperture can be seen
in Fig.1. Please note that the seals are shown
in the natural state, ie not deformed
by the door being in the fully closed position.
1. Section, roof / door aperture 2. Primary seal 3. Draught welt
4. Section, door frame upper
5. Secondary seal
J76-1029
J76-1030
Fig. 1
A. Section, door lower at waist B. Draught welt C. Section, body aperture at waist
D. Primary seal
E. Peg, primary seal to door
Issue 1 August 1994 48 X300 VSM

0
c
doors, windows, trunk, hood and sliding roof.
I Method I UK / EUROPE
of IXJ16I1SOVIIDAIM
Operation Sport XJ12 /DD6
Locking
Central locking Key X X X
Remote central locking Remote X X X
Deadlocking Remote/ X X X
Two stage unlock Remote/
- - - Key
Key
Drive away locks Auto X/DD X/DD X/DD
Switch
close
Interior trunk lid release Switch
Flush
sill buttons /
intrusion override
security
Security system (base)
Intrusion sensing (full)
Inclination sensing
Passive arming
Panic alarm
Audible tones (error
/
deadlock)
Engine immobilization
*
Auto
.,,,
Remote
Auto
1 XI X X
X D
D D
X/ DD
X
-~~
Security System - RESTRICTED ISSUE
AS. 1 SYSTEM DESCRIPTION
The vehicle closures switching system comprises the security and central locking features applicable to that vehicle
variant, as detailed in the table below. Central locking and security systems are controlled by a common electronic
module designated as the Security and Locking Control Module (SLCM). The term closures refersto items which allow
access to the vehicle interior and therefore must be closed when the vehicle is fully alarmed. these components are
Convenience
All close Key X X X
Headlamp convenience Remote X X X
Trunk lid release Remote X X X
Trunk valet isolate Switch X X X
Driver seat memory select Remote
(X) 3/ X X
Intrusion sensing override Switch X X X
ROW NORTH AMERICA
XJ16/ SOV/ DAlM/ XJ16/ VDP XJ12
Sport XJ12 DD6 XJR
X X X X X X
I X X X X X X
X# X# X# - - -
$$$$$ DD DD
I I I I I X X X X X X
X X X X X X
X# X# X# - - -
I 0 0 0 X X X
X/DD X/DD X/DD X/DD
DD DD
(X) 1/ (XI 1/ (XI 1/ - - -
X X X X X X
Key Notes
X = Standard
0 = Factory option
D
= Dealer option
DD
= Dealer deletable
1/ Standard with security system
2/ Only available with security option
3/ Standard only with power memory seats
- = Not available
# = Except Japan (as NAS)
X300 VSM 1 Issue 1 August 1994