1999 FIAT PUNTO air suspension

9*10 Braking system
10.6 Disconnect the relevant handbrake inner cable (arrowed) from the draw bar 6 Working inside ihe vehicle, remove Ihe screws and lift off the handbrake lever trim panel (refer to Section 9 for more detail). At the base of the handbrake lever, full/ slacken off the handbrake adjusting screw and locknut, to remove oil tension from the cable draw bar, then disconnect the relevant handbrake inner cable from the cable draw bar (see illustration) 7 Release the cable grommet from tho floor-pan, then withdraw the cable from the vehicle.
Refitting 8 Refitting Is a reversal of removal, bearing in mind the following points: a) Ensure that the cables are securely fastened In the clips on the floorpan beetshield and lower suspension a/m. b) On completion, check the handbrake adiustment, as described in Section 9.
11 Hydraulic system -bleeding

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Warning: Hydraulic fluid is poisonous; wash off immediately and thoroughly In the case ot skin contact, and seek immediate medical advice if any fluid is swallowed, or gets into the eyes. Certain types of hydraulic fluid are Inflammable, and may ignite when allowed into contact with hot components. When servicing any hydraulic system, it Is safest to assume that the fluid IS inflammable, and to take precautions
11.17 Bleeding a rear brake line
against the risk of fire as though it is petrol that Is being handled. Hydraulic fluid is also an effective paint stripper, and will attack plastics; If any is spilt, It should be washed off immediately, using copious quantities of fresh water. Finally, it Is hygroscopic (it absorbs moisture from the air) • old fluid may be contaminated and unfit tor further use. Whan topping-up or renewing the fluid, always use the recommended type, and ensure that It comes from a freshly-opened sealed container.
General 1 The correct operation of any hydraulic system is only possible after removing all air from the components and circuit; and this Is achieved by bleeding the syslem. 2 During the bleeding procedure, add only clean, unused hydraulic fluid of the recommended type; never re-use fluid that has already been bled from the system. Ensure that sufficient fluid is available before starting work. 3 If there is any possibility of incorrect fluid being already in the system, the brake com-ponents and circuit must be Flushed completely with uncontamlnated, correct fluid, and new seals should be fitted throughout the system. 4 If hydraulic fluid has been lost from the system, or air has ontered because of a leak, ensure that the fault is cured before proceeding further. 5 Park Ihe vehicle on level ground, switch off the engine and select first or reverse gear (or P), then chock the wheels and release the handbrake. 6 Cheek that all pipes and hoses are secure, unions tight and bleed screws closed. Remove Ihe dust caps (whore applicable), and clean any dirt from around the bleed screws. 7 Unscrew the master cylinder reservoir cap, and top Ihe master cylinder reservoir up to the MAX level line; refit the cap loosely. Rememoer to maintain the fluid level at least above the MIN level line throughout the procedure, otherwise there is a risk of further air entering the syslem. 8 There are a number of one-man. do-It-yourself brake bleeding kits currently available from motor accessory shops. It is recommended that one of these kits is used whenever possible, as they greatly simplify the bleeding operation, and also reduce the risk of expelled air and fluid being drawn back into the system. If such a kit is not available, the basic (two-man) method must be used, which is described in detail below. 9 If a kit Is to be used, prepare the vehicle as described previously, and follow the kit manufacturer's instructions, as Ihe procedure may vary slightly according to the type being used; generally, they are as outlined below in the relevant sub-section. 10 Whichever method is used, the same sequence must be followed (paragraphs 11 and 12) to ensure Ihe removal of all air from the system.
Bleeding sequence 11 If Ihe system has been only
partial!?
disconnected, and suitable precautions wwe taken to minimise fluid loss, it should be necessary to bteod only that part of the system (le the primary or secondary circuit). 12 If the complete system Is to be bled, then It should be done working in the following sequence: a) Left-hand rear wheel b) Right-hand front wheel. c) Right-hand rear wheel. d) Left-hand front wheel. Note: When bleeding the rear brakes
on a
vehicle ritled with load proportioning valves: i the rear of the vehicle has been jacked
up to
allow access to ihe brake wheel cylinder,
tha
rear suspension must be compressed
(eg
raising the beam axle with a trolley
jack) so
that the load proportioning valves
remain open
throughout the bleeding process.
Bleeding -basic (two~man) method 13 Collect a clean glass jar, a suitable length of plastic or rubber tubing which Is a light fit over the bleed screw, end a ring spanner lo
Rt
the screw. The help of an assistant will also tie required. 14 Remove the dust cap from the first screw In the sequence if not already done. Fit a suitable spanner and tube to the screw, place the other end of Ihe tube In the jar. and
pour in
sufficient fluid to cover the end of the tube. 15 Ensure that the master cylinder reservoir fluid level is maintained at least above the
MIN
level line throughout the procedure. 16 Have the assistant fully depress the brefce pedal several times to build up pressure, then maintain it on the final downstroke. 17 While pedal pressure is maintained, unscrew ihe bleed screw (approximately one turn) and allow the compressed fluid and orto flow into the
Jar,
The assistant should maintah pedal pressure, following the pedal down to the floor if necessary, and should not rrtaase Ihe pedal until instructed to do so. When ihe flow stops, tighten the bleed screw again, have the assistant retease the pedal sfowty, and recheck the reservoir fluid level (see Illustration). 18 Repeat Ihe steps given in paragraphs 16 end 17 until the fluid emerging from the bled screw is free from air bubbles. If Ihe master cylinder has been drained and refilled,
and
at Is being bled from the first screw In the sequence, allow approximately five seconds between cycles for the master cylinder passages to refill. 19 When no more air bubbles appear, tighter, the bleed screw securely, remove Ihe tube arc spanner, and refit the dust cap (where applicable). Do not overtighten the bleed sew. 20 Repeat the procedure on tho remaining screws In the sequence, until ail air is removed from the system, and the brake pedal feels firm again.

Suspension and steering 10*2
Torque wrench settings (continued) Nm ibt ft Rasr suspension Damper lower securing bolt 95 70 Damper upper securing bolt 60 44 Handbrake cable support bracket-to-trailing arm screws 15 11 Hub nut 280 207 Trailing arm securing bolt 150 111 Steering Ignition switch/steering column lock securing bolts 4 3 Steering column mounting bolts 55 41 Steering gear mounting bolts 70 52 Steering wheel nut' 50 37 Subframe-to-body bolts 110 81 Track-rod end to hub carrier 40 30 Unlversaijointclampbolts 20 15 Roadwheels Roadwheel bolts 85 63 * Use a new nut
1 General information
Front suspension The front suspension is independent, comprising transverse lower wishbones, coil spring-over-damper strut units and an anti-roll bar. The hub carriors are bolted to the base of the stmt units and are linked to the lower arms by means ot balliotnts. The entire front suspension assembly is mounted on a subframe, which is In turn botted to the vehicle body.
Rear suspension The rear suspension incorporates a torsion beam axle, trailing arms, coil springs and separate telescopic dampers. In addition, a rear anil-roll bar is fitted to certain models. The components form a discrete sub-assembly which can be unboiled from the underside of the vehicle separately or as a complete unit.
Steering The two-piece steering shaft runs in a tubular column assembly, which is bolted to a bracket mounted on the vehicles bulkhead. The shaft Is articulated at its lower end by means of a universal Joint, which is clamped to the steering shaft and the steering gear pinion by moans of clamp bolts. The steering gear is mounted on the engine compartment bulkhead, and is connected to the steering arms projecting rearwards from Ihe hub carriers. The track-rods are fitted with balljoints at their inner and outer ends, to allow for suspension movement, and are threaded to facilitate ad|ustment. Hydrauiically-assisted power steering ts fittod to some models. The hydraulic system is powered by a belt-driven servo pump, which is driven from the crankshaft pulley.
Certain models are fitted with an airbag system. Sensors built into the vehicle body are triggered in the event of a front end collision and prompt an Electronic Control Unll (ECU) to activate the airbag, mounted In the centre of the steering wheel and the facia. This reduces the risk of the front seat occupants striking the steering wheel, windscreen or facia during an accident.

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Warning: For safety reasons, owners are strongty advised to entrust to an authorised Flat dealer any work which involves disturbing the airbag system components. The airbag inflation devices contain explosive material and legislation exists to control their handling and storage, in addition, specialised test equipment Is needed to check that the airbag system Is fully operational following reassembly.
2 Front hub bearings -renewal *
Note: A balljoint separator tool, and a press or suitable alternative tools (see text) will be required for this operation. The bearing will be destroyed during the removal procedure.
Removal 1 Chock the rear wheels, apply the handbrake, then jack up the front of the vehicle and support on axle stands (see Jacking and vehicle support). Remove the appropriate roadwheel. 2 Remove the brake disc and caliper, with reference to Chapter 9. Note that the caliper body can remain bolted to its bracket: there is no need lo disconnect the brake fluid hose from the caliper. 3 With reference to Chapter 8. slacken and remove the driveshaft hub nut. 4 On models with ABS, unbolt the ABS wheel sensor, and remove the screw securing the
ABS sensor wiring to the hub carrier. Suspend the sensor away from the working ares, to avoid the possibility of damage. 5 With reference to Section 17, separate
th»
track-rod end from the hub carrier, using
a
suitable balljoint splitter. 6 Remove the two nuts from tho botts securing Ihe hub carrier to the base of th» suspension strut (refer to Section
3).
Withdrew the bolts and separate the top of hub earrtt from the strut. 7 Disconnect the outboard end of Ito driveshaft from the hub, as described durirg the driveshaft removal and refitting procedm in Chapter 8. Note: There is no naod fo disconnect the Inboard end of the
drivestett
from the transmission. Caution: Do not allow the end of tin driveshaft to hang down under its
own
weight, as this places strain on the
CV
joints; support the end of the shaft uskg wire or string. 8 Slacken and remove the nut and clamp bolt, then push the lower arm down anc separate the balljoint from the base of the tab carrier (see illustrations). 9 At this stage, it is recommended that
the bub
carrier be taken to a engineering workshop,
as
the hub and bearing should ideally be removed from the hub carrier using a hydraulic press
2.8a ... Slacken and remove the nut...

Suspension and steering 10*4
3.2 Release the brake fluid line (and where applicable, the pad wear/ABS sensor wiring) from the strut
3 Front suspension strut -removal, overhaul and refitting *

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Warning: If renewing the Strut damper during overhaul both the left and right hand dampers should be renewed as a pair, to preserve the handling characteristics of the vehicle.
Removal 1 Chock the resr wheels, apply the handbrake, then jack up the fronl of the vehicle and support securely on axle stands (see Jacking and vehicle support). Remove the relevant roadwheel. 2 Release the brake fluid line (and wnere
3.3a Remove the two bolts (arrowed)...
applicable, the pad wear/ABS sensor wiring) from Ihe bracket on the base of the strut (see illustration). 3 Remove the two nuts from Ihe bolts securing the lower end of the strut to the hub carrier, noting that the nuls fit on the rear side of the strut (see illustrations). Withdraw the bolts, and support the hub carrier. Discard the bolts and nuts • new ones should be used on refitting. 4 Have an assistant support the strut from underneath the wheel arch then, working In the engine compartment, unscrew the two bolts and release the two stud clips that secure the strut upper mounting plate to the suspension turret. Do not unscrew the centre damper rod nut yet. Release the lower end ol the strut from the hub carrier, then withdraw the assembly from under the wheel arch.
3.7 Fully unsorew and remove tho damper rod top nut 3.3a Withdraw the washer.
3.3b ... and detach the lower end of the strut from the hub carrier
Overhaul Note: Suitable coil spring compressor fools will be required for this operation, and a
new
damper rod top nut must be used on reassembly. 5 Clamp Ihe lower end of Ihe strut in a vice fitted with jaw protectors - take care to avois deforming the mounting bracket at the lower end of the strut. Remove the protective plastic cap from the top of the strut. 6 Fit suitable spring compressors to the coil spring, and compress Ihe spring sutllciently to enable the upper spring seat to be turned by nand.

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Warning: Ensure that the coil spring Is compressed sufficiently to remove all the tension from
tha
upper spring seat, before attempting to remove the damper rod nut. 7 Fully unscrew and remove the damper rod top nut. Countorhofd the domper rod. using
a
suitable Allen key or hex bit. as tho nut * unscrewed • do not allow the rod to rotate inside the damper (see Illustration). Discard the nut • a new one must be used on reassembly. 8 Withdraw tho washer, bush, upper mounting plate and upper spring seat • make a careful note of the order of assembly (see illustrations). 9 Withdraw the spring, complete with the compressors, thon v/ithdraw the dust cover, bump rubber and Ihe lower spring seat rubber (where fitted) (see illustrations).

Suspension and steering 10*8
9.1 Prise the horn centre pad from the steering wheel hub unbolt the lower end of the damper from the trailing arm. 9 Lower the trailing arm gradually using a trolley jack, until the coil spring Is released from its lower seat on the trailing arm and its upper seat on the subframe. Make a note of the orientation of the coll spring, to aid correct refitting later. Refitting 10 Refitting is a reversal of removal, lighten the damper lower retaining bolt to the specified torque. Trailing arm Note: The rear stub axles are integral with the trailing arm assemblies and cannot be renewed separately. Removal 11 With reference to Chapter 9. carry out the following: a) Remove the brake drum, shoes and adjuster assembly. b) Unbolt the brake hose union from the
rear
of the wheel cylinder. c) Unbolt the brake pipe mounting bracket from the trailing arm. 12 Refer to Section 7 and remove The rear hub and beanng assembly. 13 With reference to the relevant sub-Section, unbolt the lower end of Ihe damper from the trailing arm. 14 Raise the trailing arm using a trolley jack so that the coll spring Is compressed, then slacken and withdraw the trailing arm front mounting bolL 15 With reference to the previous sub-Section, gradually lower the trailing arm using a trolley lack and remove the coll spring. 16 Allow Ihe trailing arm to hang down, then pull the leading edge of the arm down from its mounting bracket. Refitting 17 Refitting Is a reversal of removal. Tighten all suspension fixings to the specified torque settings, but delay this operation until the full weight vehicle is resting on the roadwheeis -this prevents the damper and trailing arm bushes from being strained. 18 On completion, bleed the brake hydraulic system and adjust the operation of the handbrake, with reference to Chapter 9.
9.2 Unplug the wiring from the centre pad at the connector(s)
9 Steering wheel - % removal and refitting ^
Note: This procedure does not apply to vehicles fitted with an airbag A Warning: For safety reasons, owners are strongly advisod to entrust to an authorised Fiat dealer any work which involves disturbing the airbeg system components. The airbag inflation devices contain explosive material and legislation exists to control their handling and storage. In addition, specialised test equipment Is needed to check thet the alrbag system Is fully operational following reassembly.
Removal 1 Ensure that the ignition is switched off, then prise the horn centre pad from the steering wheel hub. Use the blade of a screwdriver, padded with PVC tape to protect the steering wheel (see illustration) 2 Unplug the horn and (where applicable) radio/cassette control switch wiring from the centre pad at the connectors) (see illustration) 3 Turn the steering wheel to its centre position, so that the roadwheeis are pointing straight ahead. 4 Make alignment marks between the steering wheel and the end of the steering column shaft, to aid correct refitting later, 5 Relieve the staking and then slacken and remove tne steenng wheel securing nut (see
9.5 Slacken and remove the steering wheel securing nut Illustration). Discard the nut as a new item must used on refitting. 6 Lift the steering wheel off the column splines. If it is tight, tap il near the centre, usrg the palm of your hand, or twist it from
side to
side, whilst pulling upwards to release il ton the shaft splines. If the wheel is particular tight, a suitable puller should be used.
Refitting 7 Before commencing refitting, lightly eca. Ihe surfaces of the direction indicator cancelling mechanism with grease. 8 Refitting is a reversal of ren>oval.
bearing a
mind the following points: a) Use a new steering wheel
securing not
and tighten it to the specified
torque.
Ensure that its outer collar
Is adequate^
staked to the column shaft
using a
hammer and punch (see Illustrations). b) Ensure that the direction Indicator
swiith
is in the central (cancelled/off)
position,
otherv/ise the sivitch may be damaged X the wheel Is refitted. c) Align the marks made on the
wheel and
Ihe steering column shaft during removeI 9 Note that if necessary, the position of tf* steering wheel on the column shaft cant* | altered in order to centralise the wheel (enstn that the front roadwheeis aro pointing
In the
straight-ahead position), by moving the vMti the required number of splines on the
sfcafc
Fine adjustment can be carried out by adjusting the length of both track-rwa simultaneously, but this operation is best entrusted to a Rat dealer or tyre specialist
9.8a Fit a new steering wheet securing nut... 9.3b ... and stake it to the steering column shaft using o hammer and punch

Suspension and steering 10*11
13.11b ... and left-hand steering gear-to-subframe bolts
hooked onto the engine lifting eyelet on the cylinder head. Working underneath the vehicle, unbolt and remove the transmission-lo-subframe rear mounting bracket. 13 Position a trolley jack under the right hand skle of the subframe crossmember. Raise the jack to take the weight of the crossmember
and
the attached components. 14 With reference to Section 4, slacken and remove the two bolts that secure the suspension lower arm rear bush to the subframe. Slacken and withdraw the subframe-to-bodywork bolt, located adjacent to the rear of the suspension lower arm. Throad two flange head bolts of the same thread size, but approximately 25 mm longer into the vacated holes, then carefully lower
the
trolley jack and allow ihe subframe to rest on the heads of the temporary bolts (see (lustration), 15 Repeat the operations in paragraphs 13 end 14 at the left-hand side of the vehicle. On completion, the subframe should be resting at
&
height approximately 25 mm lower than normal. 16 The additional clearance will now permit the steering gear pinion to be lowered away from the bulkhead. When the end of the pinion has cleared Ihe aperture, manoeuvre the entire steering gear assembly through the *tiae?arch.
Refitting 17 Refitting is a reversal of removal, noting
the
following points: s) Remote the temporary bolts and refit the original length fixings.
13.14 Slacken and remove the subframe-to-bodywork bolts (arrowed)
b) Tighten all fixings to the specified torque settings. c) Refill the hydraulic system with the specified grade and quantity of power steering fluid (see Lubricants and fluids In Weekly checks), then thoroughly bleed the system as described in Section 15. d) On completion, have the front wheel alignment checked at the earliest oppor-tunity by a Flat dealer or a tyre specialist.
14 Steering gear rubber gaiters - renewal <
Note: New gaiter retaining clips should be used on refitting. 1 Remove the relevant track-rod end as described in Section 17. 2 If not already done, unscresv the track-rod end locknut from Ihe end of the track-rod. 3 Mark the correct fitted position of the gaiter on the track-rod, then release the gaiter securing clips. Slide the gailer from the steering gear, and off the end of the track-rod. 4 Thoroughly clean tho track-rod and the steering gear housing, usrng fine abrasive paper to polish off any corrosion, burrs or sharp edges, which might damage the new gaiter sealing lips on installation. Scrape off all the grease from the old gaiter, and apply it to the track-rod inner balljoint. (This assumes that grease has not been lost or contaminated as a result of damage to the old gaiter. Use fresh crease if In doubt.) 5 Carefully slide the new gaiter onto the track-rod. and locate it on the steering gear housing. Align the outer edge of the gaiter with the mark made on the track-rod prior to removal, then secure it in position with new retaining clips. 6 Screw the track-rod end locknut onto the end of the track-rod. 7 Refit the track-rod end as described in Section 17.
15 Power steering hydraulic system • bleeding ^
General 1 The following symptoms indicate that there is air present In the power steering hydraulic system: a) Generation of air bubbles in fluid reservoir. b) Clicking noises from power steering pump. c) Excessive buzzing or groaning from power steering pump. 2 Note that when the vehicle Is stationary, or while moving the steering wheel slowly, a hissing noise may be produced In the steering gear or the fluid pump. This noise is inherent in the system, and does not indicate any cause for concern.
Bleeding 3 Chock the rear wheels, apply the handbrake, then jack up the front of the vehicle and support securely on axle stands (see Jacking and vehicle support). 4 Check the fluid level in the power steering fluid reservoir (bear in mind that the vehicle will be tilted, so the level cannot be read accurately), and if necessary top-up to just above the relevant level mark. 5 Have an assistant tum the steering quickly from lock to lock, and observe tho fluid level, if the fluid level drops, add more fluid, and repeat the operation until the fluid level no longer drops. Failure to achieve this within a reasonable period may indicate a leak in the system. 6 Stan the engine and repeat the procedure described In the previous paragraph. 7 Once the fluid level has stabilised, and all air has been bled from the system, lower the vehicle to the ground.
16 Power steering pump - Sk removal and refitting ^
Removal 1 Drain as much fluid as possible from the power steering reservoir, using a pipette or an old poultry baster. 2 Remove the clip and disconnect the rubber fluid supply hose from the port on the top of the power steering pump. Be prepared for an amount of fluid loss • position a container underneath the port and pad the surrounding area with absorbent rags. 3 Slacken the union and disconnect the fluid delivery hose from the side of the power steering pump. Again, be prepared for an amount of fluid loss. 4 Unscrew tho clamp bolt and through-bolt at either end of the drivebelt guard, then detach Ihe guard from the power steering pump (see illustrations). 5 Partially unscresv the two power steering pump mounting bolts then rotate the pump towards the engine slightly, to release the tension from the belt. Carefully ease the drivebelt from the pump pulley.
16.4a Unscrew the clamp bolt...

Bodywork and fittings
11
*3
several blobs of filler paste around its periphery. Aluminium tape should be used for small or very narrow holes. Pull a piece off the roll, trim it to the approximate size and shape required, then pull off the backing paper (if used) and stick the tape over the hole; it can be overlapped if the thickness of one piece is Insufficient. Burnish down the edges of the tape with the handle of a screwdriver or similar, to ensure that the tape is securely attached to the metal underneath.
Bodywork repairs -filling and respraying Before using this Section, see the Sections on dent, deep scratch, rust holes and gash repairs. Many types of bodyfiller are available, but generally speaking, those proprietary kits which contain a tin of filler paste and a tube of resin hardener are best for this type of repair. A wide, flexible plastic or nylon applicator will be found invaluable for imparting a smooth and well-contoured finish to the surface of the filler. Mix up a little filler on a clean piece of card or board • measure the hardener carefully (follow the maker's instructions on the pack), otherwise the filler will set too rapidly or too slowly. U3ing the applicator, apply the filler paste to the prepared area; draw the applicator across the surface of the filler to achieve the correct contour and to level the surface. As soon as a contour that approximates to the correct one is achieved, stop working the paste - if you carry on too long, the paste will become sticky and begin lo 'pick-up' on the applicator. Continue to add thin layers of filler paste at 20-minute Intervals, until the level of the filler is just proud of the surrounding bodywork. Once the filler has hardened, the excess can be removed using a metal plane or file. From then on, progressively-finer grades of abrasive paper should be used, starting with a 40-grade production paper, and finishing with a 400-grade wet-and-dry paper. Always wrap the abrasive paper around a flat rubber, cork, or wooden block • otherwise the surface of the filler will not be completely flat. During the smoothing of the filler surface, the wet-and-dry paper should be periodically rinsed in water. This will ensure that a very smooth finish is imparled to the filler at the final stage. At this stage, the dent should be surrounded by a ring of bare metal, which in turn should be encircled by the finely feathered' edge of the good paintwork. Rinse the repair area with clean water, until all of the dust produced by the rubbing-down operation has gone. Spray the whole area with a light coat of primer - this will show up any imperfections In the surface of the filler. Repair these imperfections with fresh filler paste or bodystopper, and once more smooth the surface with abrasive paper. Repeat this
spray-and-repair procedure until you are satisfied that the surface of the filler, and the feathered edge of the paintwork, are perfect. Clean the repair area with clean water, and allow to dry fully.
flflfl^gl tf txxfystopper is used, it can WiMiiBi be mixed with cellulose Hi NT thinners to form a really thin 1 1 paste which is Ideal for filling small holes.
The repair area Is now ready for final spraying. Paint spraying must be carried out in a warm, dry, windless and dust-free atmosphere. This condition can be created artificially if you have access to a large indoor working area, but If you are forced to work in the open, you will have to pick your day very carefully. If you are working indoors, dousing the floor In the work area with water will help to settle the dust which would otherwise be in the atmosphere. If the repair area is confined to one body panel, mask off the surrounding panels; this will help to minimise the effects of a slight mis-match in paint colours. Bodywork fittings (eg chrome strips, door handles etc) will also need to be masked off. Use genuine masking tape, and several thicknesses of newspaper, for the masking operations. Before commencing to spray, agitate the aerosol can thoroughly, then spray a test area (an old tin. or similar) until the technique is mastered. Cover the repair area with a thick coat of primer; the thickness should be built up using several thin layers of paint, rather than one thick one. Using 400-grade wet-and-dry paper, rub down the surface of the pnmer until it is really smooth. While doing this, the work area should be thoroughly doused with water, and the wet-and-dry paper periodically rinsed in water. Allow to dry before spraying on more paint. Spray on the top coat, again building up the thickness by using several thin layers of paint. Start spraying at one edge of the repair area, and then, using a side-to-side motion, work until the whole repair area and about 2 inches of the surrounding original paintwork is covered. Remove all masking material 10 to 15 minutes after spraying on the final coat of paint. Allow the new paint at least two weeks to harden, then, using a paintwork renovator, or a very fine cutting paste, blend the edges of the paint into the existing paintwork. Finally, apply wax polish.
Plastic components With the use of more and more plastic body components by the vehicle manufacturers (eg bumpers, spoilers, and in some cases major body panels), rectification of more serious damage to such items has become a matter of either entrusting repair work to a specialist in this field, or renewing complete components. Repair of such damage by the
DIY owner is not really feasible, owing to the cost of the equipment and materials required for effecting such repairs. The basic technique involves making a groove along the line of the crack in the plastic, using a rotary burr In a power drill. The damaged part is then welded back together, using a hot-air gun to heat up and fuse a plastic filler rod Into the groove. Any excess plastic is then removed, and the area rubbed down to a smooth finish. It is important that a filler rod of the correct plastic is used, as body components can be made of a variety of different types (eg polycarbonate, ABS, polypropylene). Damage of a less senous nature (abrasions, minor cracks etc) can be repaired by the DIY owner using a two-part epoxy filler repair material. Once mixed in equal proportions, this is used in similar fashion to the bodywork filler used on metal panels. The filler is usually cured in twenty to thirty minutes, ready for sanding and painting. If the owner is renewing a complete component himself, or If he has repaired it with epoxy filler, he will be left with the problem of finding a suitable paint for finishing which is compatible with the type of plastic used. At one time, the use of a universal paint was not possible, owing to the complex range of plastics encountered In body component applications. Standard paints, generally speaking, will not bond to plastic or rubber satisfactorily. However, it is now possible to obtain a plastic body parts finishing kit which consists of a pre-pnmer treatment, a primer and coloured top coat. Full Instructions are normally supplied with a kit, but basically, the method of use is to first apply the pre-pnmer to the component concerned, and allow It to dry for up to 30 minutes. Then the primer is applied, and left to dry for about an hour before finally applying the special-coloured top coat. The result is a correctly-coloured component, where the paint will flex with the plastic or rubber, a property that standard paint does not normally possess.
5 Major body damage -repair
Where serious damage has occurred, or large areas need renewal due to neglect, it means that complete new panels will need welding-in, and this is best left to professionals. If the damage is due to Impact, it will also be necessary to check completely the alignment of the bodyshell, and this can only be carried out accurately by a Fiat dealer using special jigs. If the alignment of the bodyshell is not corrected, the car's handling may be seriously affected. In addition, excessive stress may be Imposed on the steering, suspension, tyres or transmission, causing abnormal wear or even complete failure.