1998 JAGUAR X308 vin

Roof Opening Panel - Roof Opening Panel Frame
Removal and Installation
Removal
1. Adjust front passenger seat fu lly rearwards and fully recline
seat squab.
2. Remove battery cover and disc onnect ground cable from
battery terminal. Refer to 86.15.19.
3. Remove sliding roof flange finisher. Refer to 76.82.23.
4. Remove sliding roof trim panel. Refer to 76.82.19.
5. Remove grab handles. Refer to 501-05.
6. Remove roof console. Refer to 76.13.69.90.
7. Remove sun visors. Refer to 501-05.
8. Remove cantrail/upper A post trims. Refer to 76.13.20.
9. Remove rear quarter trim s. Refer to 76.13.13.
10. Remove front half headlining for access. refer to 76.64.15.90.


11. Disconnect harness multiplugs from sliding roof control
module.

12. Disconnect drain hoses from stub pipes at each corner of
sliding roof frame.

13. Slacken and remove bolts securi ng rear support brackets to
sliding roof frame and BIW and remove brackets.
14. Leaving centre bolt on each side, slacken and remove bolts
together with plastic washers, securing sliding roof frame to
BIW.

Safety Belt System - Safety Belt System
Description and Operation
Front Seat Belts

Each front seat belt has three anchorage points, and a height adjuster installed in each 'B' post provides four shoulder strap
positions. The belts are left and right ha nded and have plastic moulding on the r unning loop and tongue. A pyrotechnic pre-
tensioning device installed at the lower mounting point in each 'B' post, removes excess slack from the seat belt in the event
of a heavy frontal impact.
Rear Seat Belts

A standard inertia reel type belt is installed at each rear seat position. Each of these belts has three anchorage points. The
lower end of each outer belt is bolted to the front lower section of the inner wheelarch, whilst the lower end of the centre
belt is bolted to the seat pan. All thr ee inertia reel assemblies are bolted to the upper section of the squab panel. Two
buckle assemblies serving the three belts, are each bolted to the seat pan. A cable mounted single buckle provides for
fastening of the RH outer belt and a twin buckle assembly mounted on two cables serves the centre and LH outer belts.
Pyrotechnic Seatbelt Pre-tensioning

A pyrotechnic front seat belt pre-tensioning device with independent el ectronic sensing and retractor unit is installed at the
base of each 'B' post. In the event of se vere frontal impact, this provides additional front occupant protection by removing
any excess slack from the seat be lt. Seat belt pre-tensioning activates when a frontal impact of sufficient force occurs within
30 degrees of vehicle center line. Under such an impact, el ectronic sensors in the retractor unit fire, igniting the pre-
tensioner gas generator. The ga s generator initiates a chemical reaction, producing gases under pressure. Gas pressure
drives the piston/cable up a tube, rotating the retractor sp indle and removing excess slack from the seat belt. When the
pre-tensioner unit has been activated, the seat belt will lock and cannot be retracted or pulled from the reel.If a seat belt
pre-tensioner activates, a small quantity (less than 1 liter) of gas is produced containing nitrogen, oxygen and water vapor.

Supplemental Restraint System - Air Bag Control Module
Removal and Installation
Removal
Installation

1.
WARNING: FOLLOWING DISCONNECTION OF THE
BATTERY, A PERIOD OF AT LEAST ONE MINUTE MUST BE
ALLOWED TO ELAPSE BEFORE ANY WORK IS CARRIED OUT ON
AN AIR BAG SYSTEM COMPONENT.
Remove battery cover and disc onnect ground cable from
battery terminal. Refer to 86.15.19.
2. Remove 'J' gate surroun d. Refer to 76.25.24.
3. Remove centre console veneer panel. Refer to 76.47.26.
4. Remove radio. Re fer to 86.50.03.

5. Release single point sensor ha rness multiplug retaining lever
and disconnect multiplug.

6. NOTE: The serial num bers of all supplementary restraint
system components must always be recorded against the VIN of
the vehicle.
Slacken and remove single point sensor securing bolts and
remove sensor from vehicle.
1. Position sensor on tunnel and fit and tighten securing bolts.
2. Connect single point sensor harn ess multiplug and secure with
retaining lever.
3. Fit radio.Refer to 86.50.03.
4. Fit centre console veneer panel. Refer to 76.47.26.
5. Fit 'J' gate surround. Refer to 76.25.24.
6. Connect ground cable to battery terminal and fit battery cover.
Refer to 86.15.15.

Installation
• NOTE: The serial numbers of all supplementary restrain t system components must always be recorded against the VIN of
the vehicle.


6. Withdraw air bag module and remove from vehicle.

7. Slacken, remove and discard two bolts securing air bag tether
bracket to air bag module.

1. Position air bag module on teth er bracket and fit and tighten
two new securing bolts.
2. Position air bag module and deployment door mounting
bracket in fascia.
3. Fit and tighten four new nuts and washers securing air bag

The body is pre-treated to ensure high resistance to corrosion and stone chip dama ge. Prior to the first major pre-treatment process, the body shell is high-pressure washed to remove any metal dust and residual oil.
The first major pre-treatment process consists of phosphate and electro-paint deposition, which together with zinc coating,
forms the basis of the corrosion protection. This process includes high pressure knock-off, alkali de-greasing, zinc phosphate
conversion of body steel (dissolving iron and coating with zinc phosphate crystals), trivalent chrome rinsing and
demineralized water rinsing, seal ing all chemicals and impurities.
Both dip and spray techniques are employed and the bodies are submerged to the waistline during the first and third rinses
of the main phosphate clean. Chemical strengths and soluti on temperatures are continuously monitored and accurately
controlled throughout the process.
An 80% water primer is then cathodic elec tro-deposition applied to the thoroughly cleansed bodies in a uniform 'sag-free'
film 18 to 32 micron thick. Optimum durabi lity of the electroprimer is achieved by finally curing in a stoving oven at 165 °C
for a period of 20 minutes.
All underbody seams of the fully primed bo dies are then manually sealed, to prevent water and dust ingress into the vehicle
and to enhance corrosion protection.
An 800 to 1000 g/m2 PVC coating is semi-automatic airless sp ray applied to the underside of the main floor panels, trunk
floor and rear wheel arches (ref. illustration above).
The upper panels of primed and external ly sealed bodyshells are next lightly scuffed to remove imperfections and a PVC
coating is applied to all internal seams by an airless spray technique. A PVC bead seal is also applied to the doors, hood and
trunk clinch joints.
Following anti-corrosion, sealing and primin g treatment, the bodies enter the first stage of 'cosmetic' painting. This consists
of the application of two coats of a highly chip resistant po lyester surfacer, employing high voltage electrostatic 'spinning
bells', to achieve a final film thickness of 35 to 50 micron. Between surfacer coats, a polyurethane coat is automatically
applied to the sills to impart even greater resistance to stone chipping.
All interior panels are then painted us ing a color keyed sealer, wet-on-wet wi th a surfacer material, after which the
bodyshells are stoved at 160 °C for a period of 20 minutes. Further protection agai nst corrosion is provided by a medium
solids black pigmented wax which is airless spray applied to vehicle undersides.
Wax Injected Box Sections
Critical body box-sections are si milarly protected by spray injecting a high solids wax. This is then re-flowed at 70 to 90 °C
to achieve optimum seam/joint penetratio n and form a resilient and durable internal coating (ref. illustration above).
After full wet sanding, rinsing and drying to provide a good su bstrate, a color-keyed semi-matt sealer co at is applied using
electrostatic bells to achieve a film build of 25 to 35 micron . The bodies are then stoved for a further 20 minutes at a
temperature of 145 °C and subjected to a local 'seek-and-find' de -nib operation prior to the final two coat process. The final
top coat finish is achieved by using poly ester base coat colors and an acrylic sag resistant clear coat. This clear over base
(COB) process produces a high gloss, durabl e paint finish with a film thickness of 50 to 65 micron, which is finally cured at a
temperature of 135°C for 20 minutes.
The Munsell three dimensional system of color management is em ployed to achieve highly accurate control of vehicle colors.
This system ensures that paint pigmentations are accurately maintained and facilitates vigorous final checking of finished
vehicles for color match. The hu e of individual panels such as trunk lids, doors and hoods is in some instances adjusted to
offset the effects of differing light angles. Where applicable, coachlines are manually applied and radiant heat cured on the
completed and valeted vehicle prior to hand spray applic ation of a protective wax coat.
Introduction
All repairs, whether structural or cosmetic must return the vehicle to the original manufactured condition with regard to
occupant safety, dimensional accuracy, fi nish and corrosion protection, and ensure continuation of the Paint Surface and
Corrosion warranty where applicable.
Similarly, repaired vehicles must be fu lly checked, and where appropriate reset, with regard to steering, suspension,
braking, and occupant restraint systems.

Paint
The inhalation of sprays, fumes, or dust during paint application or sanding processes should always be avoided. Ensure
that there is efficient ventilation / extrac tion at all times. Paint spraying should be confined as far as possible to spray
booths. Personnel with a history of asth ma should not be employed in any process involving the use of isocyanates.
Operators working in a spray booth where isocyanate material is present must use air-fed breathing equipment with air
supplied to the visor at the re commended pressure and filtered to remove oil, water, and fumes. Operators involved in
handling mixing or spraying should wear protective clothing including gloves and goggles, to avoid skin and eye contact.
Particle masks or canister type respir atosr should be worn when sanding.
Applied Heat
When welding, flame cutting, brazing etc, the operator shou ld 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. Appropriat e fire fighting equipment and personnel trai ned in its use must always be available.
Metal Repair
Appropriate eye and hand protection should be worn when sanding, drilling, cutting, chiselling, flatting or welding. Face
masks or air-fed visors should also be wo rn when sanding or flatting either body solder or fillers. On completion of a
soldering operation, swarf must be re moved from the work area and the operat or must wash his hands thoroughly.
GENERAL REPAIR NOTES
The following advice should be noted before any repair work is carried out.
Disconnect the vehicle battery gr ound lead (disconnect the alternator where electric welding is used) and take note of the
reconnection procedures as detailed in 86.15.15.
Where structural parts are straightened or renewed, a body alignment / straightening jig must be used. The application of
heat, especially excessive heat, reduces the strength of steels, where appropriate therefore, structural sections should be
straightened by cold processes.
Repairs may only be carried out successful ly, and any warranties protected, if genuine Jaguar replacement parts and Jaguar
approved materials are used.
The correct tools, procedures and facilities must always be us ed. The quality of the work must not be compromised by using
inappropriate methods or equipment.
All trim and electrical components in the locality of the repair must be removed or disconnected prior to panel removal /
replacement; this is especially important where hollow sectio ns may contain harnesses, tubes or foam, see section A4.3.5.
WARNING: DO NOT WORK IN THE VICINITY OF A LIVE AIR BAG, REMOVE IT COMPLETELY. READ WORKING
PRACTICES AIR BAG, SECTION 20. ANY SEAT BELT WHICH HAS BEEN WORN IN AN ACCIDENT MUST BE RENEWED.
CAUTION: Electric arc welding should not be used on Jaguar vehicles. The high voltages produced by this process will
cause irreparable damage to the electric al control and microprocessor systems.
The following welding and gas processes are the only ones recommended by Jaguar Cars Ltd.
Welding and Gas Processes
Resistance spot welding, MIG welding and all gas processes may only be carried out on bare, unpainted or unplated metal.
The flanges of panels to be welded toge ther, must be clean, corrosion free and tr eated as appropriate, with either weld-
through primer or inter-weld sealer. Only materials and processes specified in the 'Body Sealing and Preservation Manual'
should be used in the relevant application areas detailed in this section. Refer to 'Zinc Coated Panels' Section

Generally, resistance spot welding equipment used in the motor vehicle repair industry does not produce welds of equivalent strength to those achieved during manufactu re. The expression 'single row of resistance spot welds' indicates that the spots
should be spaced on a pitch of 19mm to 25mm, which normally results in mo re spot welds than those produced in the
original factory joint.
Resistance spot welds should be removed using a resistance spot weld cutter. If the new joint is to be MIG plug welded, old
resistance spot welds should be cut from the panel to be reta ined and the resulting holes used for plug welding. Suitable
holes may also be drilled or punched; 8,0 mm dia for sect ions up to 1,6 mm, and 10,0 mm dia for thicker sections.
PLASTICS-EXPLANATORY NOTES
Plastic component and trim materials
This table, in conjunction with the illu strations on the following pages will enable rapid identification of the particular
material of any major plastic part.
• NOTE: Only those components suitable for economic reclamation are identified.
Plastics - Handling Notes
The exterior panel temperature of a vehicle must not exceed 95°C at any time and may only be held at this level for a
maximum of two hours. Similarly, interior vehicle temperatur e must be limited to 86°C for a maximum duration of two
hours. Exposure to temperatures above those specified may result in distorted or permanently damaged components. If
there is doubt concerning temperature limitations, components that may be adversel y affected by exposure to heat should
be removed from the vehicle.
Plastic components that become greasy may be clea ned with an 'SBP 3' spirit wipe, or equivalent.
Recycled Materials
Any of the materials listed in this section, may be recycled provided that they ar e not contaminated by other incompatible
plastics or metals. For instan ce, the air conditioning unit case, manufactur ed from PP (polypropylene), must be separated
from the heater matrix, evaporator, contro l devices (electronic and mechanical) and all fixings before it can be considered
for recycling. After removal, the case mu st only be placed for disposal with materials of the same generic type. Bumper
cover assemblies similarly have side arma tures of dissimilar materials rivetted to them, these together with their fixings
must be removed prior to recy cling. Components manufactured from 'blended' materials must not be recycled with pure
materials. For example do not mix PC/ABS (wheel trim) with ABS ('B' pillar upper trim).
Plastics, Component Location and Type - External
TermMaterial Name
absAcrylonitrile Butadiene Styrene
abs / paAcrylonitrile Butadiene Styrene and Polyamide (nylon) blend
abs / pcAcrylonitrile Butadiene Styrene and Polycarbonate blend
ABS / PBTAcrylonitrile Styrene Acrylate and Polybutylene Terephthalate
paPolyamide (nylon)
pcPolycarbonate
pePolyethylene
pmmaPolymethyl Methacrylate
pomPolyoxymethylene (acetal)
ppPolypropylene
ppoModified Polyphenylene Oxide
purPolyurethane
pvcPolyvinylchloride
SMAStyrene Maleic Anhydride