001KAH00020-Body Repairs General Body Repairs

Service
General InformationBody Repairs,

General Body Repairs
Edition 09.2020
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 Audi AG, Ingolstadt 001KAH00020

General InformationBody Repairs, General Body Repairs - Edition 09.2020
Contents
1 Safety briefing/employee qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 Safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Safety precautions when working on the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3 Safety precautions when using testers and measuring instruments during a road test . . . . 5
2.4 High-voltage components / electric vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3 Repair instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.1 Information on handling fine dust, aluminium dust and steel dust . . . . . . . . . . . . . . . . . . . . 6
3.2 Bonding surfaces for adhesive strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.3 Self-locking bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.4 Identification plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.5 Impact wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.6 Multi-material mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.7 Extraction systems for steel/aluminium body repair station ("multi-material-mix" workplace)
...................................................................... 8
3.8 Battery, power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.9 Air conditioning system / refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.10 Electronic control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4 General notes on body repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.1 Original joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2 Galvanised body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.3 Removing remaining material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.4 New parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.5 Moulded foam inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.1 Symbols relating to procedures for separating components . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2 Symbols relating to welding, brazing and soldering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.3 Symbols relating to rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.4 Symbols relating to preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.5 Symbols relating to corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6 Vehicle body construction features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6.1 Body structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
7 Assessing damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.1 General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.2 Checking weld seams and aluminium node castings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.3 Load paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.4 Measuring procedures / damage diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
7.5 Overview of materials used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
7.6 Passive safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
8 Thermal joining techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.1 Resistance spot welding (RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.2 Shielded arc plug welding (SG plug welding) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.3 SG continuous seams and stitch weld seams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
8.4 MIG soldering/brazing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.5 Aluminium welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.6 Laser welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.7 Laser soldering/brazing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.8 Replacement joining techniques in repair work (steel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.9 Replacement joining techniques in repair work (aluminium) . . . . . . . . . . . . . . . . . . . . . . . . 37
9 Cold joining techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
9.1 Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Contents i
9.2 Rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
9.3 Flow-drill screws (FDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
9.4 Clinching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
10 Separating techniques in body welding; areas of application . . . . . . . . . . . . . . . . . . . . . . . . 51
10.1 Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
10.2 Saw-cutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
10.3 Grinding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
10.4 Milling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
11 Surface repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.1 Dent removal techniques for sheet steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.2 Dent removal procedures for aluminium panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.3 Processing metal and aluminium filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
11.4 Processing unleaded tin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
11.5 Definition of “accurately aligned surface” / handover to paint shop . . . . . . . . . . . . . . . . . . 56
12 Performing straightening work on body structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
12.1 Straightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
12.2 Separating cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
12.3 Body sub-parts and part sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
13 Corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
13.1 Corrosion protection for attachments and welded parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
13.2 Cavity sealing agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
14 Plastic repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
14.1 Repairing dents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
14.2 Repairing scratches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
14.3 Repairing cracks and tears (up to a length of 100 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
14.4 Repairing holes (up to 30 mm diameter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
14.5 Plastic repairs (glass fibre materials) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
15 Glass repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
15.1 Repairing windscreens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
15.2 Special tools, workshop equipment, testers, measuring instruments and other items
required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
15.3 Description of repair work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
16 Thread repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
16.1 Thread repairs for safety-related components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
16.2 Repairing threads for attachment of subframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
ii Contents
1 Safety briefing/employee qualifica‐

tion
(AKAH000014; Edition 09.2020)
1.1 Qualification
The vehicle-specific training modules must be completed to en‐
sure that repair work can be performed correctly and reliably in
the workshop.
⇒ Rep. gr. 00; Safety briefing/employee qualification; Qualifica‐
tion
1. Safety briefing/employee qualification 1

2 Safety precautions
⇒ p2.1 recautions”, page 2
⇒ p2.2 recautions when working on the cooling system”, page
4
⇒ p2.3 recautions when using testers and measuring instru‐
ments during a road test”, page 5
⇒ c2.4 omponents / electric vehicles”, page 5
2.1 Safety precautions

Observe country-specific accident prevention and industrial
safety regulations.
Always use an extraction system when performing welding and
grinding operations.
WARNING
Risk of explosion due to concentration of aluminium and steel
dust caused by welding and cutting work.
Danger of severe or fatal injuries due to explosion.
– Before starting work, check that extraction system is work‐
ing properly and clean it.
– Remove any dust caused by sanding using the vacuum
cleaner approved for the corresponding material.
– Always separate dust from different materials (separation
of aluminium, steel, CFRP).
– Keep work station free of aluminium and steel dust. Re‐
move any accumulation of dust.
– Do not use compressed air to remove dust deposits.
– Do not perform simultaneous welding and grinding work in
the same working area.
– To prevent external sparks, use only compressed-air
grinding and cutting devices (as far as possible).
– Empty extraction system after use.
– Avoid water and moisture when performing cutting or
grinding work.
⇒ o3.1 n handling fine dust, aluminium dust and steel dust”,

page 6
Safety precautions for fibre composite materials (CFRP)
⇒ f7.5.5 eatures of carbon fibre-reinforced plastics (CFRP)”,
page 25
Danger due to gases which are hazardous to health
Sparks are generated during welding and cutting work. Gases
which are hazardous to health are generated if sparks make
contact with foam-filled areas within the vehicle body.
– Do not use spark-generating tools to perform welding and
cutting work in the vicinity of foam-filled areas.
2 2. Safety precautions
WARNING
Danger of explosion if sanding, welding or cutting work is
performed near fuel tank or components carrying fuel.
Risk of severe injuries and burns.
– Remove fuel tank or components carrying fuel before per‐
forming sanding, welding or cutting work in the vicinity of
the fuel system.
DANGER
Damaged natural gas fuel tanks constitute an explosion risk -
risk of death!
– If components at the rear and/or rear side of the vehicle
(e.g. bumper cover, rear lid, underbody trim, longitudinal
member, rear cross panel, etc.) are removed due to acci‐
dent damage, the natural gas fuel tanks must be checked
for damage.
– Carry out assessment of damage to fuel tanks ⇒ Natural
gas engines - General information; Rep. gr. 20; Assessing
damage to fuel tanks.
CAUTION
Risk of injury caused by flying metal shavings.
Eyes and skin can suffer irritation or injuries.
– Put on safety goggles.
– Put on protective gloves.
CAUTION
Risk to health due to dust.
Risk of irreversible dust deposits in lungs and respiratory
problems when performing grinding and cutting work.
– Wear a dust protection mask.
– Use a suitable extraction system.
– Do not use cutting tools for working on CFRP materials.
CAUTION
Gases hazardous to health can be given off if spark-generat‐
ing tools for welding, brazing or cutting are used in the vicinity
of foam material.
– Never perform welding, brazing or cutting work closer than
15 mm to moulded foam inserts.
– Use an extraction system when performing work.
Use an extraction system when performing welding and grind‐

ing operations.
Welding and grinding must never be performed simultaneously
in the same working area.
Working area must be cleaned at regular intervals as necessary
to remove dust.
Do not use compressed air to remove dust deposits.
Empty extraction system after use.
2. Safety precautions 3
Observe the relevant country-specific accident prevention and

industrial safety regulations.
Separating bonded joints
Bonded joints on the body can be separated by applying heat.
The adhesives used during vehicle manufacture and repairs are
destroyed at temperatures between 180 and 200°C.
Note
♦ Wear protective gloves and safety goggles.

♦ Ensure that adhesives do not make direct contact with skin.
♦ Avoid breathing in solvent vapours.
♦ Only work on adhesives in well ventilated areas.
♦ It is essential to pay attention to warnings provided by manu‐
facturers.
♦ Also observe all safety regulations which apply in your coun‐
try.
♦ The corresponding safety data sheets for the adhesives
must be observed.
♦ Use suitable extraction system.
Galvanised body parts
CAUTION
Welding galvanised sheet steel gives off toxic zinc oxide in
the welding fumes.
– Use an extraction system when performing work.
2.2 Safety precautions when working on the cooling system

Risk of scalding as hot coolant can escape
The cooling system is under pressure when the power unit is
hot. Risk of scalding due to hot steam and hot coolant
– Cover filler cap on expansion tank with a cloth and open
carefully to release pressure.
Risk of injury if auxiliary air conditioner is activated

On electric and hybrid vehicles, the auxiliary air conditioner can
switch itself on if it has been activated. The radiator fans can
start up automatically and trap or draw in parts of the body.
– Deactivate auxiliary air conditioner.
4 2. Safety precautions
2.3 Safety precautions when using testers and measuring instruments during
a road test
Risk of injury if test equipment is not secured
If an accident occurs and the front passenger's airbag is trig‐
gered, test equipment which is not secured adequately may
be catapulted through the vehicle with potentially serious con‐
sequences.
– Secure test equipment on the rear seat with a strap.
Or:
– Have a second mechanic operate test equipment on the rear
seat.
2.4 High-voltage components / electric vehicles

High voltage can cause fatal injury.
The voltage levels in the high-voltage system constitute a safety
hazard. Danger of severe or fatal injuries from electric shock or
electric arcs if high-voltage components or high-voltage wiring
are damaged.
– Carry out a visual check of high-voltage components and
high-voltage wiring.
– Never use cutting/forming tools or other sharp-edged imple‐
ments in the vicinity of high-voltage components and high-
voltage wires.
– Never perform work using welding, brazing, thermal bonding
or hot air in the vicinity of high-voltage components or high-
voltage wires.
2. Safety precautions 5
3 Repair instructions
⇒ o3.1 n handling fine dust, aluminium dust and steel dust”,
page 6
⇒ s3.2 urfaces for adhesive strips”, page 7
⇒ b3.3 olts”, page 7
⇒ p3.4 lates”, page 7
⇒ w3.5 renches”, page 7
⇒ m3.6 ix”, page 8
⇒ s3.7 ystems for steel/aluminium body repair station ("multi-
material-mix" workplace) ”, page 8
3.1 Information on handling fine dust, alu‐

minium dust and steel dust
Separating aluminium dust and steel dust
All emissions from the new lightweight materials are classified
under the German ordinance on dangerous substances (or
equivalent national regulations). This requires a risk assess‐
ment to be conducted by the company performing the repairs,
in addition to the requirements of the vehicle manufacturer with
regard to repair quality.
The employer must only permit activities involving dangerous
substances to be started after a risk assessment has been
performed and the required protective measures have been
implemented.
In the specific case, this means that every workshop performing
repairs is obligated to perform this risk assessment and that this
must be done before starting or continuing the work.
Fine aluminium dust
Physical properties:
♦ Aluminium dust is flammable; it can be explosive depending
on the particle sizes and concentrations.
Chemical properties:
♦ Aluminium dust and water produce flammable/explosive hy‐
drogen gas.
♦ Aluminium dust and iron oxide (rust) react with each other by
releasing heat (exothermic redox reaction).
♦ Aluminium dust and iron oxide and a powerful ignition
source can trigger a thermite reaction with a mixture 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 dangerous substance and must be dis‐
posed of correctly in accordance with local regulations.
Fine steel dust
Physical properties:
♦ Steel particles can build up a static charge and can also be
an ignition source for the aluminium dust even when cold.
♦ Flying sparks when processing steel provide the perfect igni‐
tion source for aluminium dust.
6 3. Repair instructions
♦ When cutting through sandwich material consisting of both

steel and aluminium, the explosive aluminium dust and the
ignition source are generated in the same work step.
Chemical properties:
♦ Aluminium dust and iron oxide (rust) react with each other by
releasing heat (exothermic redox reaction).
♦ Aluminium dust and iron oxide and a powerful ignition
source can trigger a thermite reaction with a mixture ratio
of 1:3. This metal fire burns at temperatures of up to 2400°C
and cannot be extinguished with water.
3.2 Bonding surfaces for adhesive strips

♦ The vehicle must be at room temperature before fitting e.g.
self-adhesive covers or door seals etc. with adhesive strips.
♦ Bonding surfaces on the body must be free of dust and
grease.
♦ Clean bonding surfaces with cleaning solution -D 009 401
04- and allow to dry.
♦ After installation, press covers attached with adhesive strips
on using a roller.
♦ Subsequently, check that components are attached securely
by pulling them with your hand.
3.3 Self-locking bolts

If bolts secured with microencapsulation have been removed,
they must be renewed, and the threaded holes must be cleaned
with a suitable tap.
3.4 Identification plates

When renewing vehicle components, the identification plates on
the old parts that have a replacement part number (see ⇒ Elec‐
tronic parts catalogue) must be attached to the new parts due to
approval regulations.
3.5 Impact wrenches

In general, it is permitted to use an impact wrench to unscrew
bolts and nuts. An exception to this is when work is performed
inside an open high-voltage battery. For this work, it is not per‐
mitted to use an impact wrench.
An impact wrench may be used to screw in bolts and nuts when
performing repair work if the following requirements are ob‐
served. In general, electric and compressed-air impact wrench‐
es should be used.
Requirements:
• Only screw in bolts with locking fluid or self-locking nuts at
low speed.
• Use a suitable impact wrench with variable speed and ad‐
justable torque range.
• Use suitable bits when working in the vicinity of sensitive
surfaces, e.g. plastic-coated bits for aluminium rims.
3. Repair instructions 7
• When working in the vicinity of natural gas systems, observe

the information in the Workshop Manual “Natural gas en‐
gines - General information”.
Use:
• Fit bolts/nuts by hand.
• Only use an impact wrench to screw in bolts/nuts until the
head of the bolt/nut makes contact and then continue tight‐
ening with a torque wrench.
• Clean threaded pins before unscrewing the bolt/nut.
3.6 Multi-material mix

Vehicle bodies made of a combination of different materials are
increasingly being used as an alternative to the classic all-steel
body.
The materials most commonly used for the bodywork on today’s
vehicles are:
♦ Steel (various strengths)
♦ Aluminium
♦ Magnesium
♦ Plastics
♦ Fibre-reinforced plastics
♦ Carbon-fibre materials
3.7 Extraction systems for steel/aluminium

body repair station ("multi-material-mix"
workplace)
Note
♦ The extraction units VAS 6572/1 and VAS 6572/2 must be

emptied every time before and after use.
♦ Observe safety precautions ⇒ Body Repairs; Rep. gr. 00;
Safety precautions.
Fine aluminium dust

Fine particles of aluminium dust are flammable and/or explo‐
sive. Extraction systems for aluminium dust must therefore be
designed to prevent any external ignition sources from entering
the filter or dust collector. The stationary extraction systems
used up until 2009 (which are "pure" aluminium extractors,
manufactured by Dansk Klimablock / Aeroweld or Nederman)
do not have this protection and cannot be modified to include
it. All these extraction systems and the systems available on
the market for aluminium are of the type that require all ignition
sources to be avoided. For this reason, since the possibility of
sparks originating from steel parts cannot be entirely ruled out,
vehicles with any steel body panels must NOT be repaired at
these repair stations.
The mobile extractors VAS 6572/1 (meeting German dust filtra‐
tion class M) and VAS 6572/2 (class H) used since 2009 have
threefold protection against sparks being drawn in if steel is
being worked on in the vicinity. This protection consists of a
5-metre long anti-static intake hose, a spark trap and a 5-metre

long settling section. This ensures that, even if steel panels are
inadvertently sanded or ground, the glowing sparks are cooled
well below the temperature required to ignite aluminium dust.
The system is TÜV-certified for steel sparks, which are much
hotter and glow for longer than aluminium.
A second possible risk is the static charge which can build up in
the metal particles due to friction in the intake hoses and pipes
and which can be a source of ignition in the same way as a
glowing spark. The connections on the extractor system and the
intake hoses have Storz C-type fire hose couplings to ensure
that only the anti-static "OHM"-type hoses can be connected
and no other types of hose will fit.
The third risk is that the extractor itself can be an ignition source
affecting the surroundings. However, since these extractors are
based on industrial systems, they automatically possess all de‐
sign features required for zone 22 and to avoid any effects
as an ignition source affecting the surroundings. In any case,
accident repair methods such as cutting, grinding and welding
will generally produce far more ignition sources than are likely
to originate from an extraction system.
Fine steel dust
Steel sparks and steel dust present no risk in themselves.
However, in a multi-material-mix workplace it is the flying steel
sparks which constitute the greatest risk potential for the alumi‐
nium dust powder. For this reason, and in order to meet the
requirement of keeping the processes separate, it is essential
in all cases to have an extractor for steel that is allocated ex‐
clusively to that body workbay. If the extractor for aluminium
were to be used for all types of work (because it has a certified
spark trap) this would in effect amount to an extreme test of
its ability to prevent an explosion - right next to the person at
the workplace! The extractor VAS 6571/1 is similar in design to
the basic unit VAS 6572/2, but does not have the 3-stage spark
trap. It is also suitable for use in zone 22. The filter meets the
requirements of class "M", which is sufficient for metal dust.
3.8 Battery, power supply
Note
Before disconnecting the battery, make sure that you have the
radio code. Before returning the vehicle to the customer, enter
the correct code so that the radio is ready for use.
Before starting welding work, always detach both battery

clamps and cover battery terminals.
Always remove the vehicle battery before performing any work
which may generate sparks in the vicinity of the battery.
3.9 Air conditioning system / refrigerant

Welding, brazing and soldering work must not be performed on
components of the air conditioning system when it is charged.
This also applies to welding and soldering work on the vehicle
if there is a danger of air conditioner components becoming
hot. When performing paintwork repairs, object temperatures of
80° C must not be exceeded in the drying oven or preliminary
heating area, because heat causes a major pressure increase
in the system which leads to a high-pressure safety valve on the
air conditioner compressor being activated.
3. Repair instructions 9
Note
The refrigerant must also be extracted from the circuit when

arc-welding anywhere near the refrigerant hoses. Arc-welding
emits invisible ultraviolet rays which can penetrate the refriger‐
ant hoses and decompose the refrigerant.
3.9.1 Remedy:
Extract refrigerant from refrigerant circuit ⇒ Air conditioning sys‐
tem; Rep. gr. 87; Heating, air conditioning
3.10 Electronic control units

Connect the earth connection of the electric welding appliance
directly to the part which you are welding. When doing this,
make sure that there are no electrically insulating parts between
the earth connection and the welding point.
Earth connection and welding electrode must NOT make con‐
tact with the electronic control units or the electrical wiring.
After an accident, the electronic control units only have to be
renewed if at least one of the following conditions applies:
♦ The housing is visibly deformed or damaged.
♦ The contact surface or the mounting bracket is deformed (al‐
though no external damage to the control unit is apparent).
♦ The connector is damaged or has been corroded by mois‐
ture.
♦ Functional check or self-diagnosis of the control unit indi‐
cates the fault “Control unit defective”.
If electronic components (e.g. ABS control units) were removed
in order to carry out repair work and have now been re-installed,
they must be checked according to the documentation availa‐
ble; for example, V.A.G. self-diagnosis must be performed.
4 General notes on body repairs

The aim of the repair is always to restore the original joint.
The Workshop Manuals describe the standard repairs. They
do not include any descriptions of more complex repair work,
as such work involves detaching the damaged parts at the
original joint. Where possible, the joining techniques described
can be used provided that their suitability has been ensured
beforehand.
All repair work involving special separating cuts and joining
techniques which do not restore the original joint (as manufac‐
tured) is checked and approved by Technical Development us‐
ing calculations, strength tests and crash tests.
4.1 Original joint

The term “original joint” refers to joints which were made during
manufacture of the vehicle.
These joints must be restored when carrying out body repairs.
When doing this, ensure that no fewer than the standard num‐
ber of spot welds are made when carrying out repairs.
Repair methods and procedures which do not restore the origi‐
nal joint are described in the relevant Body Repairs workshop
manual.
4.2 Galvanised body parts

The use of fully galvanised panels ensures a high level of corro‐
sion protection for the body shell. In order to maintain the war‐
ranty cover against rust perforation when performing repairs, it
is essential to comply with the procedures described; refer to ⇒
p13 rotection”, page 58 .
4.3 Removing remaining material

If the damaged body part has been roughly cut out by making
the separating cuts shown in the relevant workshop manual
(e.g. using body saw), most spot welds can be drilled out using
the spot weld breaker.
We also recommend using a parallel grinder and an angle
grinder to remove the weld joints which cannot be removed with
the spot weld breaker.
4.4 New parts

New parts which are no longer accessible from inside once
the repair has been completed (e.g. side members) should be
provided with suitable corrosion protection before being welded
in. It is advisable to mask off the welding flanges when doing
so.
Please refer to the Paintwork manual for further information.
Check new replacement parts e.g. doors, bonnet and boot lid
or wing panel for transportation damage before passing them
on to the paint shop. This avoids a second painting operation
which would become necessary if transportation or other dam‐
age was not noticed until a later stage.
4.5 Moulded foam inserts

These pre-moulded parts are fitted during body manufacture
and subsequently increase their volume in the paint shop drying
oven at temperatures above approx. 180 °C after priming.
Proceed as follows when using moulded foam inserts:
4. General notes on body repairs 11

♦ Remove residue of foam material on vehicle.

♦ Restore paint coating (follow instructions in Paintwork man‐
ual).
4.5.1 Required preparations

Before fitting a moulded foam insert, ensure that the replace‐
ment metal panel is ready for installation, i.e. cut to shape,
matched up to the vehicle, corrosion protection applied.
4.5.2 Renewing moulded foam insert

♦ Apply butyl sealing cord or 2-component filler foam all
around moulded foam insert.
♦ Fix moulded foam insert to vehicle.
♦ Secure new part (e.g. A-pillar) in position; press it in gently in
area of moulded foam insert and then weld it in.
♦ Do not weld (SG) within 40 mm of foam insert (on either
side).
♦ After painting the vehicle the repaired area must be cavity-
sealed.
12 4. General notes on body repairs

5 Explanation of symbols
5.1 Symbols relating to procedures for

separating components
1 - Grinding components off/down

2 - Drilling
3 - Spherical cutter
4 - BTR cutter
5 - Separating cut
6 - Opening up spot weld
7 - Saw-cutting
5.2 Symbols relating to welding, brazing and soldering
5. Explanation of symbols 13
1 - Stitch weld
2 - SG plug weld
3 - SG continuous seam
4 - SG continuous seam
(staggered - with gaps)
5 - Brazing
6 - MIG brazing
7 - Resistance spot welding
(RP), general
8 - RP spot weld (single row)
9 - RP spot weld (double row)
10 - RP spot weld (double
row, offset)
5.3 Symbols relating to rivets
14 5. Explanation of symbols
1 - Solid rivet
2 - Self-piercing rivet
3 - Use rivet pliers
4 - Pop rivet
5.4 Symbols relating to preparation
1 - Fixing in position
2 - Joddling
3 - Removing paint in loca‐
tions which are difficult to ac‐
cess
4 - Smooth off by hand
5 - Apply adhesive
6 - Joddling
7 - Flanging
5.5 Symbols relating to corrosion protection
16 5. Explanation of symbols
1 - Cavity sealing agent

2 - Sealing off
6 Vehicle body construction features
6.1 Body structures

In addition to the well-known unitary body, there are also other
body structures which are used for Volkswagen Group vehicles.
6.1.1 Aluminium space frame

The special feature of a space frame body is its supporting
frame structure made of aluminium profiles which ensure the
rigidity of the body. Although external body parts such as the
roof or wing panels also play a role in the supporting structure,
this is not their primary function (e.g. Audi R8).
6.1.2 Body-on-frame construction (e.g. VW

Amarok)
Vehicles featuring a body-on-frame construction generally have
a supporting ladder-frame structure which in turn supports the
engine, chassis and body. This construction is primarily used on
utility vehicles and off-road vehicles.
18 6. Vehicle body construction features

7 Assessing damage
7.1 General notes

When repairing vehicles which have been involved in an acci‐
dent, damage to the running gear or engine/gearbox mountings,
etc. is not always identified; in some cases this may result in
serious damage later on. If the accident damage indicates a
high impact load on the vehicle, special attention must be paid
to the following components (in addition to the wheel alignment
check, which must always be performed):
♦ Check to ensure that the steering assemblies and steering
linkage operate correctly over the complete lock-to lock
range. Carry out a visual check for bent or cracked parts.
♦ Check for distortion or cracking of running gear and all run‐
ning gear components such as links, suspension strut, wheel
bearing housing, anti-roll bar, subframe and axle beam, as
well as associated fastening elements.
♦ Examine rims and tyres for damage, eccentricity and imbal‐
ance. Examine tyres for cuts/slits etc. in tread and sidewalls
and check inflation pressure.
♦ Examine the engine/gearbox/axle/exhaust system mount‐
ings for damage.
♦ Finally, a thorough road test after completing repairs will give
the assurance that the vehicle is completely roadworthy and
ready for handing back to the customer.
7.2 Checking weld seams and aluminium

node castings
The dye penetration test is suitable for identifying surface
cracks. The approved repair materials must be used.
Note
Do not brush off the relevant area prior to testing, as this would
fill in the cracks.
7.3 Load paths
7. Assessing damage 19
The illustration shows how the crash energy is distributed

around the outside of the passenger compartment in the event
of a side impact. When assessing damage, you should there‐
fore pay particular attention to the side impact protection on the
doors and the A-pillar and B-pillar joints with the side members
and roof frame.
20 7. Assessing damage
The objective of the body structure is to dissipate as much

energy as possible in the front-end structure.
If the front-end structure has sustained significant damage, the
transition area between the A-pillar and roof frame or side mem‐
bers must also be examined thoroughly when assessing the
damage.
Due to the structure, the entire outer surface of the body should
also be inspected, as elastic deformations in the high-strength
structure may lead to structural deformations in the outer sur‐
face.
When assessing damage at the rear of the vehicle, you should

pay particular attention to any warped metal in the area of the
luggage compartment floor. Damage may occur here due to the
cushioning effect of the materials used, even if the dimensions
of the longitudinal members display no irregularities.
7.4 Measuring procedures / damage diag‐

nosis
♦ Information on approved measuring devices can be found in
the workshop equipment catalogue.
♦ Information on body dimensions and gap widths can be
found in the Workshop Manual for the relevant vehicle.
⇒ Body Repairs; Rep. gr. Body; 00; Technical data
Telescopic gauge
Note
To diagnose accident damage quickly, it is often sufficient to

perform a diagonal comparative measurement using a telescop‐
ic gauge.
7.5 Overview of materials used
7.5.1 Special properties of deep-drawn steel

In series production, the vehicle body and floor sections are pri‐
marily manufactured from cold-formed deep-drawn sheet metal
panels. For this reason, the straightening of areas damaged in
an accident should be carried out in the same manner. If the
extent of the damage makes it impossible to straighten the part
in this manner, the damaged part should not be cut out until the
adjacent surfaces have been straightened.
7.5.2 Special properties of high-strength and

ultra-high-strength steel
Extra-high-strength steel body panels are increasingly being
used for Audi vehicles. For an overview of the areas in which
these panels are used, refer to the illustration in the Body Re‐
pairs workshop manual.
What are extra-high-strength steel panels?
They look the same as normal steel panels, but they have a
higher yield point than standard steel body panels due to the
different alloys which are used. In other words, when there is
an equal impact on the panel, the dent in an extra-high-strength
steel body panel will not be as deep as that in a standard steel
body panel.
What has to be observed when removing dents?
Dents can be removed with the usual tools. Due to the great‐
er buckling strength, there is more bounce, which means that
more force may be necessary. Material may rupture when kinks
are re-formed.
What has to be observed when straightening panels using a
straightening jig or hydraulic press?
Due to the greater bounce of extra-high-strength steel, it has
to be overstretched even more than standard steel to reach
the desired position. However, the greater force applied also
increases the stress placed on those parts made of standard
steel which are welded to the extra-high-strength steel parts.
Additional anchoring is required to prevent the standard steel
yielding or rupturing.
Note
♦ If extra-high-strength steel is overstretched, it will suddenly

extend to a length greater than that required!
♦ For reasons of safety, it is not permitted to heat up extra-
high-strength body steel when straightening it out (i.e. the
same rule that applies to standard body steel).
♦ It is permissible to weld ultra-high-strength steel in accord‐
ance with the Workshop Manual using the specified separat‐
ing cuts and welding methods.
What are ultra-high-strength hot-formed steel panels?

As the name suggests, these are steel panels which have been
hot-formed (at temperatures between 900 °C and 950 °C). A
special cooling process in the forming die gives the steel panels
their high-strength properties (hot stamping). Using ultra-high-
strength hot-formed steel panels makes it possible to reduce
the vehicle body weight without a loss of body strength. On
vehicles with ultra-high-strength hot-formed steel, spot welding
equipment with inverter must be used (refer to catalogue for
workshop equipment and special tools).
Yield strength of sheet steel used:
Designation Yield strength
Standard sheet steel < 160 MPa (N/mm²)
High-strength sheet steel < 220 MPa (N/mm²)
Extra-high-strength sheet steel < 420 MPa (N/mm²)
Ultra-high-strength sheet steel < 1000 MPa (N/mm²)
Ultra-high-strength hot-formed < 1000 MPa (N/mm²)
sheet steel
7.5.3 Special properties of aluminium

Aluminium is primarily used for the body structure of today’s
vehicles with a view to reducing weight and increasing rigidity.
In vehicle manufacture, there are the following different types:
♦ Aluminium sheet panels
♦ Aluminium extrusions (must not be bent back into shape)
♦ Aluminium castings (must not be bent back into shape)
The properties of these components differ fundamentally from
each other. It is therefore essential to refer to the Workshop
Manual for the relevant vehicle in the event of damage.
Note
♦ The instructions below only apply to conventional vehicles

with a steel body structure on which aluminium panels are
fitted.
♦ For an overview of the areas in which these panels are
used, refer to the illustration in the relevant Body Repairs
workshop manual.
Note
♦ Use separate tools for steel and aluminium.

♦ It is recommended to have a special aluminium tool kit in the
workshop trolley.
7.5.4 Contact corrosion

Contact corrosion can occur if unsuitable fasteners (bolts, nuts,
washers etc.) are used. For this reason, only fasteners with a
special surface coating are fitted. In addition, all rubber parts,
plastic parts and adhesives are made of non-conductive materi‐
als. Always renew parts if you are in any doubt as to whether
the old part can be used again.
Note
♦ Only use genuine replacement parts; they have been tested

and are compatible with aluminium.
♦ Accessories must be approved by Volkswagen AG.
♦ If non-approved materials are used, any damage caused by
contact corrosion is not covered by warranty.
7.5.5 Special features of carbon fibre-rein‐

forced plastics (CFRP)
Note
Only trained personnel are permitted to carry out work on CFRP

components.
Safety measures
Adequate protective equipment must be used when working on
CFRP components.
An extraction system MUST be used. Raising the parameters
to speed up work can represent a health risk if this leads to
vapours, smoke or dust being produced.
The following personal protective equipment must be used:
1 - Protective gloves
2 - Safety goggles
3 - Protective clothing
4 - Protective mask
Note
♦ Only trained personnel are permitted to carry out work on

CFRP components.
♦ Drilling, sawing, grinding and cutting work or any other forms
of machining must not be performed on CFRP components.
♦ CFRP is electrically conductive. However, it is not permissi‐
ble to create an electrical earth connection via CFRP.
♦ When working with electrical wires, all contact with CFRP
components must be avoided (danger of short circuit).
♦ When performing repair work on vehicles and when remov‐
ing and installing components such as power units, it is es‐
sential to avoid all major contact with CFRP components
(danger of irreparable and non-visible damage to CFRP
structure).
♦ When performing work on the vehicle body, it is only permit‐
ted to use materials (e.g. primer, adhesive, rivets) approved
by the manufacturer.
♦ When performing work on the vehicle body, it is only permit‐
ted to use procedures approved by the manufacturer.
Properties of CFRP:
CFRP is the abbreviation for carbon fibre-reinforced plastics (or
carbon fibre-reinforced polymers).
Diameter of fibres = approx. 6µm
Specific weight = 1.8g/cm³
Tensile strength = 3530-4560 MPa
Elongation = 1.1-1.5 %
Between 1,000 and 24,000 individual fibres are twisted together
to form bundles which are weaved together.
Advantages of CFRP components

♦ Extremely low weight: approx. 60% lighter than steel, ap‐
prox. 30% lighter than aluminium
♦ Outstanding stability: approx. 4 times more resilient than alu‐
minium
♦ 100% corrosion-proof
♦ Gas-tight and pressure-sealed
♦ High long-term thermal stability
♦ Barely measurable thermal expansion
Disadvantages of CFRP components
♦ Very expensive materials
♦ Difficult to assess materials after an accident. Possible dam‐
age (e.g. cracks) which is not visible to the human eye may
make it necessary to use thermal imaging, infrared and X-
ray methods.
♦ It is generally not permitted to repair structural CFRP com‐
ponents; these components must be renewed.
Important notes relating to the use of CFRP in series-production
vehicles:
For use in vehicles, its characteristics must be especially taken
into account with a view to more widespread servicing and re‐
pairs in workshops. CFRP components are far less tolerant to
damage than metals. If a component is delaminated, it must
be renewed. Only apply the absolute minimum amount of force
required in order to avoid damaging components remaining on
the vehicle. Use the specified tools only. Pay very careful at‐
tention to the described procedure and parameters; these will
help to ensure that you can work without causing any additional
damage. It is very important to perform this work very carefully
and patiently.
CFRP components are all different
Unlike metals, the properties of CFRP are specific to individual
components and cannot be generalised. Each component has
its own individual characteristics, depending on the resin and
fibres used, the fibre orientation, the manufacturing method and
many other factors.
Deformation properties
CFRP components can be designed to dissipate energy by fall‐
ing apart, or to protect the safety cell in the event of an impact.
Equally, they can also be designed to deform. It is therefore
important to treat every component on its own merits and to
follow the appropriate instructions.
Springback after load is applied
When load is applied, a CFRP component can deform, break
or suffer internal damage. After the load has been relieved,
springback is possible for the component. In such cases, proper
assessment of the component is critical to determine whether
there is any internal damage.
Detection of damage
Cracks, scratches and fibre breakage can be assessed from
the outside. If the back of the component is visible, it is possi‐
ble to detect impact damage in some cases. Any delamination
caused by an impact reduces the component's strength (includ‐
ing its flexural strength) and therefore the laminate's strength
and buckling resistance. As a visual inspection alone is not
sufficient to assess damage to CFRP components and as the
characteristics of the components are impaired dramatically by

minor damage, it is extremely important to carry out an inspec‐
tion without causing any irreparable damage before damage
diagnosis is performed.
Overview of test methods which do not cause irreparable dam‐
age
♦ Radiographic method = computer tomography (CT)
♦ Acoustic method = ultrasound, knock test
♦ Optical method = shearography
♦ Thermal method = thermography
♦ Electric/magnetic method = eddy-current testing
AUDI AG uses the ultrasound method for diagnosis of CFRP
components.
The test unit transmits very short ultrasonic pulses (1...10µs).

The sound passes through the component being tested and
reflects off the back panel; the echo is reflected back to the
test unit. The data are compared with those of a fault-free com‐
ponent.
A - Material thickness
B - Fault in component
C - Fault depth
7.5.6 Special features of plastics in general

Plastics are used in a very wide range of areas. For information
on their properties and repair notes, refer to the repair notes for
the relevant vehicle or to the chapter ⇒ r14 epairs”, page 60 .
7.6 Passive safety
7.6.1 Restraint systems (seat belt systems)

Points to check:
– Check belt ⇒ General body repairs, interior; Rep. gr. 00;
Safety precautions; Checking belt.
– Check automatic belt retractor (locking action) ⇒ Gener‐

al body repairs, interior; Rep. gr. 00; Safety precautions;
Checking automatic belt retractor (locking action).
– Perform visual inspection of belt buckle ⇒ General body re‐
pairs, interior; Rep. gr. 00; Safety precautions; Visual inspec‐
tion of belt buckle.
– Perform functional check of belt buckle ⇒ General body re‐
pairs, interior; Rep. gr. 00; Safety precautions; Functional
check of belt buckle.
– Check guide fittings and latch plate ⇒ General body repairs,
interior; Rep. gr. 00; Safety precautions; Checking guide fit‐
tings and latch plate.
– Check securing components and anchorage points ⇒ Gen‐
eral body repairs, interior; Rep. gr. 00; Safety precautions;
Checking securing components and anchorage points fol‐
lowing an accident.
Note
If customers decide not to have damaged seat belts renewed,

this must be noted accordingly.
7.6.2 Safety regulations for belt tensioners

♦ Testing, removal, installation and repair work may only be
performed by qualified personnel.
♦ The pyrotechnic mechanism has no expiry date and is main‐
tenance-free.
♦ Belt tensioner components must not be opened or repaired;
always use new parts.
♦ Belt tensioner units which have been dropped to the ground
must not be installed.
♦ Belt tensioner units which are mechanically damaged (dents,
fractures) must always be renewed.
♦ The belt tensioner unit should be installed immediately after
removing it from its packaging.
♦ If the work is interrupted, the belt tensioner unit should again
be placed in its packaging.
♦ Belt tensioner units must not be left unattended.
♦ Belt tensioner units must not be treated with grease, clean‐
ing agents or similar substances, and must not be exposed
to temperatures above 100 °C, even for short periods.
7.6.3 Working on vehicles with belt tension‐

ers
Note
Belt tensioners which are triggered mechanically and do not

have a belt-fastened sensor (triggering lock) must be removed
before beginning any cutting, straightening and/or dent removal
work. In the case of belt tensioners which are triggered electri‐
cally the battery earth strap must be disconnected.
Note
When the belt is fully retracted, the belt-fastened sensor (trig‐

gering lock) will prevent the belt tensioner (mechanical trigger‐
ing) from being activated in an accident.
Note
♦ In the case of belt tensioners with belt-fastened sensor, the

belt must NOT be pulled out during cutting, straightening
and/or dent removal work. Before performing any cutting,
straightening and/or dent removal work involving severe vi‐
bration, belt tensioners with belt-fastened sensor must also
be removed.
♦ For further information, refer to the Workshop Manual for
the relevant vehicle ⇒ General body repairs, interior; Rep.
gr. 69; Passenger protection; Seat belts.
7.6.4 Disposal of non-triggered pyrotechnic

components
♦ Airbags,
♦ seat belts,
♦ pyrotechnic battery isolation elements,
♦ and the triggering unit for the active front lid/bonnet
must be disposed of in their original packaging and in accord‐
ance with national regulations. Please contact your regional
office or your importer if you have any questions.
Note
Pyrotechnic components ignited in an accident can be disposed

of together with commercial refuse.
Note
♦ This does not apply to Wankel-type belt tensioners.

♦ These must be treated in the same way as pyrotechnic com‐
ponents which have not been triggered, as it is not possible
to use workshop equipment to check whether all stages
have been triggered.
7.6.5 Restraint systems (airbag systems)

Always refer to the Workshop Manual for the relevant vehicle
when working on airbag systems. Refer to ⇒ General body
repairs, interior; Rep. gr. 69; Airbag system; Overview of fitting
locations - airbag system, as well as the corresponding safety
precautions ⇒ General body repairs, interior; Rep. gr. 00; Safety
precautions; Safety precautions when working on pyrotechnic
components.
Note
♦ The battery earth strap must be disconnected when working

on the airbag system and when performing straightening
work during body repairs.
♦ Switch on ignition before connecting battery.
♦ There must be nobody in the vehicle when connecting the
battery!
♦ Airbag components must not be subjected to temperatures
above 100 °C, even for a very brief period.
♦ Airbag components must not come into contact with grease,
cleaning agents, oil or similar.
♦ Airbag components with mechanical damage must be re‐
newed.
♦ Wash hands after touching airbag units which have been
triggered.
7.6.6 Particular points to note when working

on seats with side airbag
Note
♦ It is essential to observe the safety precautions when remov‐

ing seats.
♦ Refer to the Workshop Manual for the relevant vehicle for
information on safety precautions ⇒ General body repairs,
interior; Rep. gr. 00; Safety precautions; Additional safety
regulations for side airbags.
7.6.7 Notes on disposal

⇒ General body repairs, interior; Rep. gr. 00; Safety precau‐
tions; Storing, transporting and disposing of airbag units, belt
tensioner units and battery isolation units (pyrotechnic compo‐
nents)
8 Thermal joining techniques

This chapter provides details about the thermal joining process‐
es currently used in body welding work.
8.1 Resistance spot welding (RP)

When performing welding repairs, the original joint should al‐
ways be restored wherever possible.
To do so, the following requirements must be fulfilled:
♦ The panels which are to be welded must overlap.
♦ The welding point must be accessible on both sides for the
electrodes.
♦ The resistance spot welder must have sufficient power to
make spot welds of the original diameter.
For body repair work, access to the welding points may vary; a
full set of the electrode versions most commonly used must be
available for each resistance spot welder.
RP welding of galvanised panels
Note the following points when resistance spot welding galvan‐
ised panels:
♦ The flanges to be welded must make contact. If necessary,
clamp the flanges together.
♦ This is particularly important on high-strength steel panels,
as the electrode force will otherwise not be sufficient.
♦ Make sure you do not make spot welds with welding tongs
directly next to the clamps, as this would allow a large pro‐
portion of the welding current to drain off in a shunt circuit.
♦ If the distance between the spot welds is small, place spot
welds in a row or secure by initially welding every third spot
and then fill in the remaining spots. This helps to reduce the
effect of a shunt current.
♦ Please observe the operating instructions and the informa‐
tion on correct settings provided by the manufacturer of the
welding equipment.
Equipment
Only equipment which is listed as approved in the workshop
equipment catalogue may be used.
Spot weld peel test
32 8. Thermal joining techniques

– To determine the required weld nugget diameter, establish

the setting parameters specified by the manufacturer and
carry out test using samples.
– Check all spot welds 100% by performing a chisel test.
High-quality spot welds peel off in the weld contact area; they
do not shear off.
– Calculate the weld nugget diameter according to the follow‐
ing formula ("peel diameter") and carry out test on samples
before starting repair work.
Square root of T1 x 3.5 x 1.15
Note
T1 is the thinner panel of a pair of panels (e.g. pair of panels

with 1.5 mm and 0.8 mm). Example: Square root of 0.8 x 3.5 x
1.15 = 3.6 mm weld nugget diameter. The narrow, welded test
strip is rolled or torn off the second sheet metal strip with a force
applied vertically to the surface of the metal.
Equipment
8.2 Shielded arc plug welding (SG plug

welding)
SG plug welds are primarily used where spot welds used as
standard cannot be restored for reasons such as limited acces‐
sibility.
It is essential to refer to the Workshop Manual for the relevant
vehicle in such cases.
Basic procedure for SG plug welds
8. Thermal joining techniques 33

♦ Remove spot welds with a spot weld cutter or grind them

down.
♦ Detach damaged part (use a chisel if necessary).
♦ Grind down projecting material.
♦ Match up new part.
♦ Drill hole for plug weld in upper panel (for diameter, refer to
Workshop Manual for relevant vehicle).
♦ Clean flanges and remove oxide layer.
♦ Make plug weld, working outwards from centre.
Note
Riveting is also permissible in some cases. Refer to “Body Re‐

pairs” workshop manual.
Equipment
8.3 SG continuous seams and stitch weld

seams
SG continuous seams and stitch weld seams are primarily used
for joining parallel or overlapping surfaces. Due to the very
high welding temperatures and the associated change in the
properties of modern materials, the areas in which this joining
technique are used are becoming increasingly restricted. It is
essential to refer to the Workshop Manual for the relevant vehi‐
cle in such cases.
Weld seams must not be ground as doing so would impair the
strength of the seam.
Equipment

8.4 MIG soldering/brazing

MIG soldering/brazing differs essentially from SG stitch welding
or continuous welding in terms of the significantly lower temper‐
atures required. The advantage of MIG soldering/brazing is the
significantly reduced amount of material distortion in the compo‐
nents which are being joined. This technique is therefore also
suitable for joining larger flat components.
Further advantages are:
♦ Fewer changes to the structure of the components
♦ Less damage to the corrosion protection provided as stand‐
ard
♦ Zinc layer on components remains intact
What is MIG soldering/brazing? (not approved for AUDI AG
vehicles)
♦ It is a soldering/brazing technique also known as gas metal
arc welding.
♦ The basic material (vehicle body panels) is not fused togeth‐
er; the brazing solder coats the edges and joins the compo‐
nents.
♦ MIG stands for metal inert gas. The inert gases are not
involved actively in the processes between the arc and the
filler material.
♦ The shielding gases used include argon or helium, mixed
with carbon dioxide or oxygen.
♦ Up to 450 °C: soldering
♦ Above 450 °C: brazing
Equipment
8.5 Aluminium welding

Metal inert gas welding (MIG) is a technique used both at the
factory and in the workshop.
The shielding gas used is argon.
– Remove underseal and paint from components prior to weld‐
ing.
– Then use a stainless steel brush to remove oxide layer (ap‐
prox. 40 mm on both sides).
– Weld seams must always be continued around section cor‐
ners to prevent crack formation.
Note
♦ Use -4D0 898 103- sheet metal for practice welding and
repairs.
♦ Refer to the training documentation on aluminium welding
for further details.
Placing backing plate of same material behind joint

Backing plate of same material -C- is made from remnants of

new part -B- or old part -A-. Also place backing plate of same
material behind joint at beaded panel edges. The material is cut
for small cross-sections or large panel edges.
– Bevel both panels to an angle of 45°. Round off outer edge
(radius = R3) and chamfer inner edge.
There must be a gap of 3 to 4 mm between panel tips.
Equipment
8.6 Laser welding
Note
This joining technique is only used during the manufacture of

the vehicle.
For information on the relevant renewal procedure, refer to the

corresponding chapter ( ⇒ page 37 or ⇒ page 37 ).

The laser welding technique employs a high-energy light beam
directed onto the weld seam by means of optical lenses or fibre
optics. During the welding process the upper panel is fused

onto the partially molten lower panel, creating a welded joint

both with and without additional material.
8.7 Laser soldering/brazing
Note
This joining technique is only used during the manufacture of

the vehicle.
For information on the relevant renewal procedure, refer to the

corresponding chapter ( ⇒ page 37 or ⇒ page 37 ).
A filler material is always used when performing laser solder‐
ing/brazing. In most respects, the soldered/brazed joint is no
different from an MIG brazed joint.
The only difference is that the filler material is melted on using
a concentrated light beam (similarly to laser welding), rather
than an arc. This laser technique enables the energy to be used
precisely where it is needed. Unwanted side effects such as
thermal distortion are negligible.
8.8 Replacement joining techniques in re‐

pair work (steel)
In production For repair measures
Spot welding Spot-weld bonding /
MAG plug-welding /
MAG welding
MAG welding MAG welding
MIG soldering/braz‐ MAG welding
ing
Laser welding MAG welding
Laser solder‐ MIG soldering/brazing (not approved for
ing/brazing AUDI AG vehicles)
Bonding
MAG welding
Note information in Workshop Manual
Bonding Bonding / MAG welding
Spot-weld bonding Bonding with spot welding / additional
weld spots / additional MAG welding
Pop riveting Pop rivets
Only use pop rivets specified in Work‐
shop Manual.
As a rule, commercially available pop riv‐
ets do not provide sufficient strength.
8.9 Replacement joining techniques in re‐

pair work (aluminium)
MIG welding MIG welding
Spot welding Not used
MIG soldering/braz‐ Not used
ing
Laser welding Bonding and riveting
Bonding Bonding and riveting


Punch riveting Punch riveting
Pop riveting Pop rivets
Only use pop rivets specified in Work‐
shop Manual.
As a rule, commercially available pop riv‐
ets do not provide sufficient strength.

9 Cold joining techniques
9.1 Bonding
Adhesive-bonded joints and spot-welded bonded joints are be‐
ing used increasingly at the factory, as they help to improve
body rigidity and strength.
They are distinguished as follows:
♦ In the case of adhesive-bonded joints, the joint between the
sheet metal parts is formed only by the adhesive.
♦ Adhesive-bonded joints with additional spot welds or rivets
are known as hybrid joints.
Note
The bonded joints may only be restored using the materials

listed in the Workshop Manual or parts catalogue.
9.1.1 Bonded joints with aluminium

Preparing bonding surface
– Remove remnants of adhesive, paint, wax, etc.
– Sand bonding surface down to bare metal using a clean
sanding disc (grit size P 80 or P 100).
– Use clean brush to remove sanding dust.
– Remove remaining adhesive completely and grind bonding
surfaces down to bare metal using compact angle grinder.
– Clean bonding surfaces with cleaning solution -D 009 401
04-.
– Apply 2-component epoxy adhesive to entire riveting area
using pneumatic glue gun.
Do NOT use solvents.
Note
♦ Wear protective gloves and safety goggles.

♦ Ensure that adhesives do not make direct contact with skin.
♦ Avoid breathing in solvent vapours.
♦ Only work on adhesives in well ventilated areas.
♦ It is essential to pay attention to warnings provided by manu‐
facturers.
♦ Also observe all safety regulations which apply in your coun‐
try.
♦ The corresponding safety data sheets for the adhesives
must be observed.
♦ Use suitable extraction system.
9. Cold joining techniques 39

Note
Mask bonding surfaces when painting inner sides.
Parts must be joined and secured in position within 30 minutes

as otherwise the formation of a surface skin will result in inade‐
quate adhesion at the flanges.
– Fit rivets and wipe off emerging adhesive.
At temperatures up to 20° C, rivets must be fitted within 90 mi‐
nutes and at temperatures above 20° C within 40 minutes start‐
ing from application of adhesive.
Note
♦ For large parts, e.g. roof, the assistance of a second person

is required, as otherwise the adhesive will dry before work is
completed.
♦ In the event of interruptions lasting up to 30 minutes, press
out and discard an approx. 100 mm long bead to ensure that
new material is properly mixed. In the event of interruptions
lasting longer than 30 minutes, replace mixing nozzle and
press out a 100 mm long bead. If several cartridges are re‐
quired for repair work, the same mixing nozzle can be used.
Parts must be joined and secured in position within processing

time specified by manufacturer of adhesive; otherwise a surface
skin will form, resulting in inadequate adhesion at the flanges.
– Fit rivets and wipe off emerging adhesive.
Rivets must be fitted before adhesive has set. The time availa‐
ble depends on the ambient temperature.
It is essential to pay attention to the information on the technical
data sheet for the adhesive.
Note
If adhesive comes out on both sides over the full length of the
joint, this indicates that sufficient adhesive has been applied.
Adhesive must have hardened before further surface work is

performed.
Equipment
9.1.2 Separating bonded joints

Bonded joints on the body can be separated by applying heat.
The adhesives used during vehicle manufacture and repairs are
destroyed at temperatures between 180 and 200°C.
Note
Toxic gases are generated when separating bonded joints; it

is therefore important to ensure good ventilation and suitable
extraction of smoke in the area where work is being performed.
40 9. Cold joining techniques

9.2 Rivets
Note
For information on the special tools, testers, measuring devices

and other equipment required, please refer to the Workshop
Manual for the relevant vehicle or the workshop equipment
catalogue.
9.2.1 Solid rivet

Opening solid rivets
– Start by making separating cuts where necessary.

– Grind off closing head and use riveting tool to press out solid
rivet.
– Detach damaged part (use a chisel if necessary).
Fitting solid rivets
– Match up new parts, apply adhesive, position new part on

body and secure in place.
– Use riveting tool to punch flanges.
Piercing and stamping are performed in one operation.
Note
Set riveting tool to material thickness for all operations. Insert

suitable clamping pins in punched holes to stop flanges coming
apart after punching.
– Insert solid rivet and use riveting tool to set closing head.

Appropriate inserts for the riveting tool are available for the
various rivet diameters.
Note
♦ All riveted joints have to be bonded when performing repairs

in the workshop (unlike in series production). Refer to sec‐
tion on bonded joints ⇒ page 39 . The solid rivet is made of
aluminium.
♦ Various solid rivets are available; refer to the Workshop
Manual for the relevant vehicle.
9.2.2 Pop rivet

Opening pop rivets

– Drill off pop rivet (drill bit diameter 4.5 mm).
Note
Make sure you catch remnants of pop rivets. Any remnants

which fall into cavities and can no longer be removed must be
bonded in with cavity wax.

Fitting pop rivets
– Match up new parts, position on body and secure in place.

– Place new and old part/backing plate of same material on
top of each other and drill a hole (∅ 2.5 mm).
– Detach new parts.
– Use riveting tool to punch drilled holes in all parts.
Note
♦ Set riveting tool to material thickness for all operations.

Punching enlarges the diameter to 4.8 mm. Punching must
face inwards in all parts.
♦ Extruded sections cannot be punched. Drill into new part
with extruded section, detach part and enlarge hole in extru‐
ded section to ∅ 4.8 mm.
– Apply adhesive.
– Fit pop rivet and use rivet pliers to pull pin out.

Note
♦ All riveted joints have to be bonded when performing repairs

in the workshop (unlike in series production). Refer to sec‐
tion on bonded joints ⇒ page 39 .
♦ Various pop rivets are available; refer to the Workshop Man‐
ual for the relevant vehicle.
9.2.3 Incorrect riveting

Gaps
Gaps along the entire circumference are not permissible. Gaps

along part of the circumference are permissible up to a gap
width of 0.04 mm.
You can use e.g. a tool insert from the riveting set to drive
rivet in further, but make sure that closing head and rivet head
tolerances are observed.
Rivet heads do not make full contact
Loose rivets are not permissible.

Partial gaps of up to 0.05 mm are permissible.
Swelling at riveted joint

During the riveting process the rivet material is pressed into the
gap, subjecting the rivet to bending stress.
Swelling of this kind is not permissible.
Swelling between riveted joints
Swelling must not exceed a gap width of 0.3 mm.

Shear cracks
Cracks which do not overlap (top) are permissible.

Indentations

Permissible indentation depth is 1/4 x rivet head height.

Rings
Rings in the closing head occur if the tool insert used (from
riveting set) was too small.
Permissible ring depth is 1/4 x closing head height.
Formation of a ring around the entire circumference is not per‐
missible.
Offset closing head
Offset closing heads are not permissible if closing head makes

contact with shank circle and rivet hole is visible.
9.2.4 Kerb-Konus rivets

Coated stainless steel Kerb-Konus rivets are used.

Note
Stainless steel rivets must not be drilled out or ground down

due to the risk of corrosion.
Riveting procedure
A - Apply rivet
B - Pressing-in procedure
C - Setting and punching out
D - Finished Kerb-Konus riveted joint
Equipment
9.3 Flow-drill screws (FDS)

When flow-drill screws are used, the lower component is heated
up by the frictional heat generated by the screw as it is turned.
The self-tapping flow-drill screw is then screwed into the soft
aluminium.
Maintenance of joints where flow-drill screws (FDS) are used:

Note
♦ The Audi R8 employs flow-drill screws which can be re‐

newed using socket for flow-drill screws -VAS 852 007-.
♦ The repair methods required for the all-aluminium body parts
are the same as the existing methods for the other Audi
models with aluminium body.
♦ The advantages of threaded fasteners for workshop repairs
can now be used to the full with the aid of this tool.
The process for creating an FDS joint is illustrated below using

three different examples.
9.3.1 Creating an FDS joint (upper panel

with pre-drilled holes)
– Remove flow-drill screws using socket for flow-drill screws
and separate joint.
– Take off upper panel.
– Clean bonding area with cleaning solution.
– Apply 2-component epoxy adhesive to entire area using
pneumatic glue gun.
– Fit new part in position and secure with new screws using
socket for flow-drill screws (tighten to 5Nm).
9.3.2 Creating an FDS joint (upper panel

without pre-drilled holes)
and separate joint.
– Insert hole finders into existing FDS threads.
– Fit new part in position.
– Mark holes on new part with light blows from a rubber-head‐
ed hammer.
Note
Allow for offset resulting from hole finders; if necessary mark

just one surface at a time.

– Drill 7mm Ø holes in new part.
pneumatic glue gun.
9.3.3 Creating an FDS joint (when renewing

upper and lower panels)
and separate joint.

– Take off both panels.

– Drill 4 mm Ø holes in both panels at the same distances as
on the original joint.
– Detach new parts.
– Drill out 4 mm Ø holes in upper panel to 7 mm Ø.
pneumatic glue gun.
Repair kit for FDS joints
The repair kit can be used to mark the holes on new parts
where flow-drill screws (FDS) are used. With the aid of the
hole finders, it is possible to transfer the FDS hole positions
on aluminium Audi vehicles when making repairs. The old FDS
screws are first loosened with the aid of the socket. The dam‐
aged panel is then removed. Using the ring spanner (supplied
with the repair kit), the hole finders are now screwed into the
existing holes in the aluminium panel not being renewed. The
new aluminium panel is then fitted on the vehicle and fixed in
position with clamps. Using soft blows with a rubber hammer,
the holes from the existing panel can now be transferred to
the replacement part with the aid of the hole finders. After
being marked with the hole positions, the replacement part is
removed. Holes are predrilled at these points. It is then possible
to secure the new part to the body with flow drill screws using
the socket.
Equipment
9.4 Clinching
Clinching is a joining process which is used to join sheet metal
without additional materials. It can be classified either as a join‐
ing process or as a forming process, as the joint is made by
forming the material.
Repair instructions


– Remove old flange by stripping it off.
– Align remaining flange.
Note
Set riveting tool to material thickness for all operations.

– Match up new parts and fit solid rivets or pop rivets as speci‐
fied in Body Repairs workshop manual.
Equipment

10 Separating techniques in body weld‐

ing; areas of application
10.1 Drilling
Drilling is used to loosen spot welds and rivets. When perform‐
ing drilling work, you must make sure that the components lo‐
cated behind are not damaged. When loosening two-layer and
multi-layer welded joints, the panel remaining on the vehicle
must not be weakened any more than is necessary. Remove
(vacuum up) all metal particles carefully from cavities after per‐
forming drilling work.
10.2 Saw-cutting
Two different types of saw are commonly used for saw-cutting
work:
♦ Short-stroke pneumatic saw
♦ Oscillating saw
Short-stroke pneumatic saws have the following advantages:
♦ Cutting is performed quickly.
♦ Radius sawing is possible.
♦ Can also be used for very angled profiles.
Oscillating saws have the following advantages:
♦ Clean, straight cuts.
♦ Low penetration depth makes them particularly suitable for
two-layered panels.
Note
Remove (vacuum up) all metal particles carefully from cavities

after performing sawing work.
10.3 Grinding
Grinding can be a very useful alternative to drilling, especially
when loosening high-strength welded joints. Grinding can be
used very effectively to loosen spot welds, laser-welded joints
and brazed joints. Again, it is important to ensure that the mate‐
rials located behind are not weakened or damaged any more
than is necessary.
Disadvantages of grinding:
♦ Due to flying sparks, extensive safety precautions on and
around the vehicle are necessary.
♦ Higher temperatures are generated than during drilling; this
results in more damage to the remaining material and the
anti-corrosion material.
10.4 Milling
In body repairs, milling work is performed using either a spheri‐
cal cutter -A- or a BTR cutter -B-.
10. Separating techniques in body welding; areas of application 51

Spherical cutters are used to loosen spot welds if, due to lack of
space, it is not possible to use a BTR cutter to do so.
When working with the BTR cutter, it is important to ensure
that the blades remain straight in the high-strength steel. The
blades can break easily as they become harder; you should
therefore always perform the work with a suitable tool (do not
use a hand-held drill).
52 10. Separating techniques in body welding; areas of application

11 Surface repairs
Note
Always pay attention to anti-corrosion materials on inside when

performing dent removal work.
11.1 Dent removal techniques for sheet

steel
11.1.1 “Classic” dent removal procedure (with

paint damage)
The classic procedure for removing dents (with hammer and
counterholding) is now only rarely used on modern vehicle bod‐
ies.
Disadvantages of this technique are its limited area of appli‐
cation (design-related) and the overstretching of the material
inherent in this method. The resulting excess material often has
to be shrunk thermally, which in turn has major disadvantages
in terms of material strength and corrosion protection.
11.1.2 “Pressing” dent removal procedure (no

paint damage)
This removal technique for dents without paint damage is most‐
ly used for minor damage caused by parking incidents or hail‐
stones. The dent is pressed gently outwards from the inside
using circular movements in multiple stages around the centre
of the dent; this enables the dent to be straightened out without
any cracks forming in the paintwork.
A - Example of a pressing set
11.1.3 “Pulling” dent removal procedure

(working from the outside)
This dent removal procedure, which is performed working from
the outside, is used both as a bonding technique with no paint‐
work damage and as a technique with paintwork damage. In
this procedure, pulling tabs/pins (or similar) are welded on.
The choice of which technique to use depends on the type
of damage. Both techniques involve pulling the dent out of the
panel from the outside. The slowness of the re-forming process
means that the amount of tension caused in the material struc‐
ture is significantly reduced. For this reason, the technique is
also referred to as “gentle” or “shock-free” re-forming.
11. Surface repairs 53

These dent removal techniques have the following advantages:

♦ Reduced material overstretching
♦ Minimal damage to anti-corrosion material
♦ Little removal/assembly work required on vehicle
♦ Original joint is maintained (unlike if components are re‐
newed)
11.2 Dent removal procedures for alumini‐

um panels
Note
Aluminium components must be covered when grinding and

welding steel parts. If metal swarf/dust makes contact with alu‐
minium, remove immediately to avoid contact corrosion.
Note
♦ Use separate tools for steel and aluminium.

♦ Recommendation: aluminium tool kit in workshop trolley (re‐
fer to workshop equipment catalogue).
The dent removal techniques for aluminium components are

essentially similar to those for steel components. However, due
to the different material properties there are a few points which
must be observed:
♦ The danger of over-stretching the material is greater with
aluminium than with steel.
♦ Sharp-edged or hard panel beating tools (e.g. steel hammer)
should not be used. Use plastic, wood or aluminium ham‐
mers instead.
♦ Unlike the procedure for steel panels, you should begin in
the middle of the dent when removing dents on aluminium
panels.
54 11. Surface repairs

♦ If material stretching should occur, it can be eliminated by

heating and shrinking.
Note
Do not exceed temperatures of 150°C when performing shrink‐

ing work as this can damage the component.
Note
If a crack or rupture appears during panel beating, the part must

be renewed!
Temperature monitoring during heating
Tempering colours (colour changes) are not evident when heat‐

ing aluminium. The temperature must therefore be determined
using heat strips.
Heat strips change colour at certain temperatures.
A - Heating zone
B - Clear zone
C - Heat strip
11.3 Processing metal and aluminium filler

Processing metal and aluminium filler has numerous benefits:
♦ Very good adhesive properties on bare surfaces
♦ Thicker layers possible than with polyester filler
♦ If work is performed correctly, less tendency to shrink subse‐
quently or sag
♦ Can also be used around adhesive bonds as it does not
build up much heat
♦ No visible differences in transition areas
Note
Only approved filler materials must be used.
11. Surface repairs 55

Note
♦ Note processing information on containers.

♦ Before the filler is applied, all adhesive residue (or similar)
must be removed from the gaps.
♦ If using infrared drying, the surface temperature must be
monitored.
♦ Self-regulating infrared dryers tend to make measurement
errors on smaller surfaces; this can cause damage to com‐
ponents.
11.4 Processing unleaded tin
Note
♦ It is no longer permissible to perform work using tin; this

includes unleaded tin.
♦ To produce an accurately aligned surface, use the materials
listed on ⇒ page 55 .
11.5 Definition of “accurately aligned sur‐

face” / handover to paint shop
Repaired areas must be prepared so that all surfaces, swage
lines and panel edges are accurately aligned with the surround‐
ing body contour.
The following requirements must be met:
♦ After body repair work such as dent removal, welding and
filling, etc., the repaired areas and parts must be dry-sanded
with a grit size of at least P 80.
♦ The repaired surfaces must be prepared so that the required
paint finish can be achieved in no more than two stages.
Note
Only approved filler materials must be used. Lead-free and lea‐

ded body solder are not approved.
56 11. Surface repairs

12 Performing straightening work on

body structure
12.1 Straightening
In series production, the vehicle body and floor sections are pri‐
marily manufactured from cold-formed deep-drawn sheet metal
panels. For this reason, the straightening of areas damaged in
an accident should be carried out in the same manner.
If the extent of the damage makes it impossible to straighten
the part in this manner, the damaged part should not be cut out
until the adjacent surfaces have been straightened.
12.2 Separating cuts

Separating cuts affecting the fatigue strength of the body and
therefore also vehicle reliability and roadworthiness must be
made as instructed in the relevant Body Repairs workshop
manual.
12.3 Body sub-parts and part sections

A sub-part is a section of a complete part (e.g. end section at
front and rear), which is already cut to size when it is supplied
by the spare parts warehouse.
♦ Part sections, on the other hand, must be cut to size from
replacement parts by the workshop itself. The methods to
apply in each case are described and illustrated in the Body
Repairs workshop manual.
♦ As the use of “sub-parts”/“part sections” and special tools
and equipment has an influence on the time required, spe‐
cial tools and equipment are listed separately in the descrip‐
tion of repair operations.
12. Performing straightening work on body structure 57

13 Corrosion protection
Corrosion protection as provided when vehicle leaves the facto‐
ry must be restored after repairs, using materials which have
been approved by the vehicle manufacturer.
The standard factory corrosion protection is described in the
general and vehicle-specific ⇒ Paintwork manual.
13.1 Corrosion protection for attachments

and welded parts
♦ Bare metal areas must be primed immediately after repairs.
♦ Holes must always be deburred.
♦ Always apply welding primer/structural adhesive to both
sides of welding flanges (in accordance with Workshop Man‐
ual).
♦ Prime inside and outside of seam areas prior to sealing.
♦ Sealing compound must only be applied to primed panel
sections.
♦ Make sure you seal overlaps and edges of metal panels,
butt joints, welding seams etc. completely using sealing
compound.
♦ Weld seams must not be ground as doing so would impair
the strength of the seam.
♦ Restore paintwork structure as described in Paintwork man‐
ual.
♦ Restore underseal using long-life underseal material.
♦ All cavities in the repaired area must be sealed after apply‐
ing topcoat.
♦ Separating cuts (e.g. in side panel) must be fully sealed.
♦ Clear the water drains after cavity protection material has
dried.
13.1.1 Contact corrosion

Contact corrosion can occur if unsuitable fasteners (bolts, nuts,
washers etc.) are used.
For this reason, only fasteners with a special surface coating
are fitted.
Additionally, all rubber and plastic parts and all adhesives are
made of non-conductive materials.
Always install new parts if you are not sure whether parts are
suitable for re-installation.
13.2 Cavity sealing agent

The standard factory corrosion protection is described in the
general and vehicle-specific ⇒ Paintwork manual.
58 13. Corrosion protection

Note
♦ Before beginning work of this nature, you must read the

safety data sheet for precautionary measures and safety
advice.
♦ The usual precautionary measures for chemical products
must be heeded for all products, even those which are not
subject to labelling requirements.
♦
Note
Depending on the type of cavity for which sealing work is per‐

formed, drying may take several days. Adequate ventilation
must be ensured during the drying process.
Note
♦ Functional components such as brake systems and exhaust

systems must not be treated.
♦ Rubber and plastic components should also not be treated.
Cleaning
♦ Anti-corrosion agents can be wiped off easily.
♦ Plastic cleaners are suitable for cleaning off dried-on materi‐
als.
♦ Cleaning with a steam cleaner is possible for larger surfa‐
ces. Any spray on painted surfaces should be removed im‐
mediately.
13. Corrosion protection 59

14 Plastic repairs
Note
Please observe all relevant safety regulations. Safety-related

components that would no longer meet functional requirements
after a repair (e.g. the absorption of impact energy) must not be
repaired.
Repairs that can be performed using plastic repair set include

repairs to painted plastic body panels, such as the bumpers or
exterior mirror housings. Before starting a repair it is important
to check carefully whether the repair is feasible and economical
(i.e. repair or fit new parts?).
Plastic panels with a structured surface can also be repaired in
this way. However, it will not be possible to achieve quite the
original surface quality of a new part.
14.1 Repairing dents
– First clean and dry the damaged panel.
60 14. Plastic repairs

– Now apply heat to the affected area using a hot air blower
until the dent can be pressed out with a suitable tool.
– Lightly sand down the dented area with abrasive paper (120
grade).
– Then clean the repaired area with cleaning fluid. Allow to dry
for 5 minutes.
– Spray on a thin coat of primer and allow to dry for 10 mi‐
nutes.
– Now you can fill any remaining surface irregularities with
adhesive and smooth down with a scraper.
– The hardening process can be speeded up with the aid of an
infra-red lamp. Set to 15 minutes at 60°-70°C.
– Now rub down the repaired surface with sandpaper (120
grade).
– Remove sanding dust.
nutes.
– Apply paint finish as specified in the Audi paintwork manual.
14.2 Repairing scratches
14. Plastic repairs 61


– Remove material projecting above the surface with grade 80
sandpaper.
for 5 minutes.
nutes.
– Now you can fill any remaining surface irregularities with
adhesive and smooth down with a scraper.
grade).
nutes.
14.3 Repairing cracks and tears (up to a length of 100 mm)


– By drilling into the crack (5 mm) and grinding out to a V-sha‐
ped groove, you can remove irregularities caused by stretch‐
ing of the plastic.
for 5 minutes.
nutes.
– As the next step, bond in a reinforcing mat onto the reverse
side of the panel using adhesive so that it overlaps the dam‐
aged section by at least 20 mm.
– Now you can fill in the hollowed-out area on the front of the
panel using adhesive and smooth down with a scraper.
– Again, the hardening process can be speeded up on the
front of the panel with the aid of an infra-red lamp.
grade).
nutes.
14.4 Repairing holes (up to 30 mm diameter)


– Using abrasive paper (120 grade), sand down the edges of
the hole to a funnel shape (a = 10 - 20 mm).
nutes.
– Roughen the repaired surface with sandpaper (120 grade).
for 5 minutes.
nutes.
– As the next step, bond in a reinforcing mat onto the reverse
side of the panel using adhesive so that it overlaps the dam‐
aged section by at least 20 mm.
– Now you can fill in the hollowed-out area on the front of the
panel using adhesive and smooth down with a scraper.
– Again, the hardening process can be speeded up on the
front of the panel with the aid of an infra-red lamp.


grade).
nutes.
14.5 Plastic repairs (glass fibre materials)
Note
Please observe all relevant safety regulations. Safety-related

components that would no longer meet functional requirements
after a repair (e.g. the absorption of impact energy) must not be
repaired.
1- Rupture/hole
♦ Glass fibre mat, polyester resin and hardener
2- Surface damage

♦ Glass fibre reinforced polyester resin, hardener
Note
Observe manufacturer's instructions when using materials.
14.5.1 Procedure for repairing ruptures/holes
– Grind down edge of rupture/hole all round to an angle of 45°.
– Lightly sand an area approx. 100 mm wide around the rup‐

ture/hole (hatched area) using 150 grade abrasive paper
and clean with silicone remover.

– Cut three glass fibre mats to shape: -1- to overlap rup‐

ture/hole by approx. 25 mm, -2- overlap approx. 50 mm, -3-
overlap approx. 75 mm.
Note
For large ruptures/holes it is recommended to use a styrene

block as a support. Cover styrene with commercially available
unprinted PE synthetic foil to prevent contact with polyester
resin. Then secure the prepared support to the inside of the
rupture/hole with adhesive tape.
Applying glass fibre mats
– Mix polyester resin (observe manufacturer's instructions).

– Apply thin coat of polyester resin to rupture/hole.
– Soak smallest glass fibre mat -1- completely in polyester
resin and apply to rupture/hole -4-.
– After applying, remove air bubbles in polyester resin immedi‐
ately with a pointed tool.
– After applied material has hardened, sand down surface us‐
ing 120 grade abrasive paper.
– Clean repaired section with silicone remover.
– Repeat work sequence for the second -2- and third -3- glass
fibre mats.
14.5.2 Procedure for repairing surface dam‐

age
– Cut damaged surface to a V shape.

– Sand area approx. 50 mm wide around damaged surface
(hatched area) using 150 grade abrasive paper.

– Clean repaired section with silicone remover.
– Mix glass fibre reinforced polyester resin (observe manufac‐

turer's instructions) and apply to repaired section (hatched
area).
– After applied material has hardened, sand down repaired
section and clean with silicone remover.

15 Glass repairs
15.1 Repairing windscreens

As a cost-saving alternative to renewing windscreens which are
bonded on, it may be possible in some cases to repair wind‐
screens damaged by stone chipping.
Tinted windows and windows with a coloured sun strip, insula‐
ted glass and/or a heating function can also be repaired, as the
tinting and heating is provided by a PVB layer in the window
glass.
The windscreen should be repaired rather than renewed if the
requirements specified below are met.
♦ Repairing the windscreen in the driver’s field of long-dis‐
tance vision is not legally permitted. This refers to a 290 mm
wide strip running parallel to the centre plane of the vehicle’s
longitudinal axis from the centre of the steering wheel and as
far up/down as the wiper field.
♦ The radial diameter of the damaged area must not exceed
25 mm.
♦ The windscreen must not have more than three damaged
areas.
♦ It is only possible to repair damage on the outer surface of
the windscreen. The inside of the windscreen and the plastic
film layer must not be damaged in any way whatsoever.
Cracks on the outer surface of the windscreen are not stone
chips and can therefore not be repaired.
♦ Moisture or dirt must not have (visibly) entered the damaged
area.
♦ The damaged area must not be within the direct field of
long-distance vision -1-. This field corresponds to an approx.
29 cm wide strip (A4 landscape format) centrally positioned
in the driver's direct line of vision in the direction of travel
and as far up/down as the wiping area.
♦ The cracks radiating from the damaged area must not be
longer than 50 mm and must not run outwards to the edge.
♦ The damaged area and/or its cracks must be at least 10 cm
from the edge of the windscreen.
15. Glass repairs 69

15.1.1 Requirements
The following types of damage can be repaired, however the
damaged area must NOT be not located in the field of long-
range vision or at the edge of the windscreen:
Crater
70 15. Glass repairs

Star chip
Combination break

Half moon

15.1.2 Description of repair work
Note
♦ The vehicle can be used again immediately as soon as the

repair work has been completed.
♦ Depending on the type of damage, there is a possibility that
some traces of the damage will remain. However, this does
not have any bearing on the success of the repair job.
♦ Once the repair is completed, the windscreen can be subjec‐
ted to normal loads. The injected and hardened synthetic
resin ensures that the crack will not spread any further. The
hardened resin is colourless and has the same refractive
index as the windscreen glass.
15.2 Special tools, workshop equipment,

testers, measuring instruments and
other items required
♦ -VAS 6092 A- Windscreen repair set
Includes the following tools:

1 - 3x resin - packet for ap‐

prox. 10 repairs
2 - Finishing resin for sealing
stone chip
3 - 10x scraper blades
Note
Only use undamaged blades in

good condition.
4 - Hardening film
5 - Vacuum gel
6 - Polish
7 - Mini torch
8 - Carbide pin
9 - UV LED lamp to harden the stone chip
10 - Tool holder
11 - 2x 1.2 mm glass drill bits
12 - Blade holder
13 - Inspection mirror
14 - Polishing head
15 - Stone chip locator
16 - Drill

17 - Cigarette lighter cable
15.3 Description of repair work

• Repairs must be performed in an area protected from direct
sunlight.
• The repair area must be approx. room temperature.
• The work area must be protected from moisture.
Cleaning
– Using window cleaner, clean the windscreen around the
damaged area without wiping the impact location.
– Using the carbide pin, remove loose glass splinters and dirt
in the stone chip, ensuring that you do not unnecessarily
increase the size of the impact crater.
The more glass that is missing on the surface, the stronger the
optical consequences of the repair are.
Securing inspection mirror

– Secure the inspection mirror -2- to the inside of the wind‐
screen so that the process can be monitored from outside
the vehicle.

Drilling
Note
It is crucial to hold the drill with both hands. This is the only
way to guarantee that the hole is positioned correctly. You can
avoid overheating the drill by briefly pausing the drilling process
(every 2 seconds).
– Remove any moisture which may have entered using the

suction cup, assisted by a hot air blower from inside of vehi‐
cle. Terminate repair work if moisture cannot be removed.
– Tighten carbide drill bit in drill -1- and drill a hole of approx.
1 mm depth in the centre of the damaged area, ensuring
that the drill is perpendicular to the windscreen. The correct
drilling depth has been reached when the ball of the drill bit
is flush with the glass.
Securing tool holder

– Rub vacuum gel onto the suction surface of the tool holder.
This allows the position of the secured tool holder to be
corrected if necessary. By moving the suction lever to the
rear, secure the tool holder to the windscreen so that the
injector hole is directly above the damaged location.

Filling injector
– Screw piston approx. 4-5 mm out of cylinder. Now fill cham‐
ber -2- of injector with resin so that it is full and free of air
bubbles.
The resin -1- hardens under UV light and must therefore be
protected from UV rays.
– Wait for resin to reach rubber seal.
Positioning injector (pressure phase)

– Screw piston -2- of injector -1- into cylinder until you can
see the seal opening expanding slightly (by approx. 1 mm) in
the inspection mirror. The resin is pressed into the damaged
area due to the pressure generated in the chamber. The air
in the stone chip is now compressed. The black air pockets
can be seen to reduce in size when this occurs. It is possible
to use the inspection mirror to see the damaged location fill
with resin and become transparent.
– Watch through mirror to see when damaged area has been
filled. Then terminate injection process.
Allow to stand in this position for some time.
Note
The resin penetrates the cracks very slowly; the ingression is

not always immediately visible.
Note
Excessive pressure can, particularly with old stone chips or

with stone chips where cracks have formed, cause damage by
lengthening the cracks or raising the film.

Finishing resin + hardening film

– Cut an approx. 4-5 cm long piece of film from the roll using
the scraper blade.
– Screw injector piston into cylinder so that it still protrudes
by approx. 5 mm. Now remove the tool holder by moving
the suction lever and gently lifting the suction pad off the
windscreen.
– As soon as the tool holder has been removed, place harden‐
ing film onto repair area from bottom to top, without exerting
pressure.
– Lift hardening film -1- slightly from above (stopping just be‐
low the impact crater), apply a drop of finishing resin directly
to the impact location and allow the hardening film to affix
itself back onto the windscreen.
If there are now small air bubbles between the hardening film
and the windscreen, remove them by slightly lifting the film from
above and pressing the air out of the finishing resin.
– Place the injector back in its packaging immediately, as the

resin is sensitive to UV light. It can then be used again for
the next repair. Put slackened-off tool holder back into case
and detach mirror with holder.
Hardening resin
– After you have rubbed vacuum gel onto the suction pad,
secure the UV lamp -1- above the repaired area and switch
it on.
Hardening of the damaged area is complete after approx. 10
minutes and the UV lamp can then be removed from the wind‐
screen.
Final steps
– Scraping:
– Detach hardening film from repaired area. Hold the scraper
blade -1- at a 90° angle to the windscreen and scrape ex‐

cess material off damaged area, working diagonally. The

scraped resin should be matt. If some areas are still shiny
or if there is an indentation, you will need to apply finishing
resin and hardening film again, harden the resin and scrape
it once more in order to achieve a flawless, flat surface.
Do not press off or pry off the resin as this may pull it out of the
damaged area.
Only use undamaged scraper blades in good condition.
Note
♦ The vehicle can be used again immediately as soon as the

repair work has been completed.
♦ Depending on the type of damage, there is a possibility that
some traces of the damage will remain. However, this does
not have any bearing on the success of the repair job.
♦ Once the repair is completed, the windscreen can be subjec‐
ted to normal loads. The injected and hardened synthetic
resin ensures that the crack will not spread any further. The
hardened resin is colourless and has the same refractive
index as the windscreen glass.

16 Thread repairs
Inserts with a zinc-nickel coating must be used when repairing
damaged threads.
Make sure all steel chips have been removed.
Always use genuine parts when replacing threaded pins.
Damaged threads can be repaired using thread inserts with
zinc-nickel coating.
Note
Only this coating ensures protection against contact corrosion.
Some threads are fitted with thread inserts at the factory.
16.1 Thread repairs for safety-related com‐

ponents
Depending on the design-related features of the specific vehi‐
cle, repair work on threads (such as axle mountings or seat belt
mountings) may either be permissible or not possible.
Note

RO: 50 79 49 50
16.2 Repairing threads for attachment of
subframe
Note
The thread repair is described for the subframe of this vehicle

as an example. It is similar for other mountings.
16.2.1 Tools
Special tools and workshop equipment required
♦ Thread repair set M8 x 20
♦ Thread repair set A7/16 x 21.6
♦ Brush grinder -VAS 6446-
80 16. Thread repairs

♦ Drill -VAS 6267 A-
Replacement part
♦ Isopropanol
Note
One of the tools approved by AUDI AG must be used to ensure

correct results when carrying out repair work.
1 - Helicoil thread insert
16. Thread repairs 81

Contents of thread repair kit
1 - Drill bit (twist drill)

2 - Thread tap
3 - Fitting spindle
4 - Thread insert
5 - Pin breaker with magnetic
tip
Repairing thread
Making drilling for thread
– Drill hole for thread using drill bit (twist drill).

CAUTION
Risk of injury caused by flying metal shavings.
Eyes and skin can suffer irritation or injuries.
Note
♦ Use drill -VAS 6267 A- for drilling and cutting.

♦ The drill must be supported by a second mechanic using the additional handle.
♦ Take care to keep the drill straight.

Cutting thread
– Cut thread using thread tap.

Fitting thread insert

– Screw thread insert -3- onto fitting spindle until driving pin -2-
on thread insert makes contact with driving lug -1- on fitting
spindle.
– Blow out threaded drilling with compressed air.
Note
The thread insert should screw in easily.
– Screw thread insert into threaded plate until it is flush with

outside of threaded plate (visual check).

– Then screw in thread insert 1/4 turn further.
– Unscrew fitting spindle.

– Break off drive pin of thread insert using pin breaker.


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General InformationBody Repairs,

Service Department. Technical Information

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Copyright © 2020 Audi AG, Ingolstadt 001KAH00020

1 Safety briefing/employee qualifica‐

1. Safety briefing/employee qualification 1

2.1 Safety precautions

⇒ o3.1 n handling fine dust, aluminium dust and steel dust”,

Use an extraction system when performing welding and grind‐

Observe the relevant country-specific accident prevention and

♦ Wear protective gloves and safety goggles.

Galvanised body parts

2.2 Safety precautions when working on the cooling system

Risk of injury if auxiliary air conditioner is activated

2.4 High-voltage components / electric vehicles

3.1 Information on handling fine dust, alu‐

♦ When cutting through sandwich material consisting of both

3.2 Bonding surfaces for adhesive strips

3.3 Self-locking bolts

3.4 Identification plates

3.5 Impact wrenches

• When working in the vicinity of natural gas systems, observe

3.6 Multi-material mix

3.7 Extraction systems for steel/aluminium

♦ The extraction units VAS 6572/1 and VAS 6572/2 must be

Fine aluminium dust

5-metre long anti-static intake hose, a spark trap and a 5-metre

3.8 Battery, power supply

Before starting welding work, always detach both battery

3.9 Air conditioning system / refrigerant

The refrigerant must also be extracted from the circuit when

3.10 Electronic control units

4 General notes on body repairs

4.1 Original joint

4.2 Galvanised body parts

4.3 Removing remaining material

4.4 New parts

4.5 Moulded foam inserts

4. General notes on body repairs 11

♦ Remove residue of foam material on vehicle.

4.5.1 Required preparations

4.5.2 Renewing moulded foam insert

12 4. General notes on body repairs

5.1 Symbols relating to procedures for

1 - Grinding components off/down

5.2 Symbols relating to welding, brazing and soldering

5.3 Symbols relating to rivets

5.4 Symbols relating to preparation

5.5 Symbols relating to corrosion protection

1 - Cavity sealing agent

6 Vehicle body construction features

6.1 Body structures

6.1.1 Aluminium space frame

6.1.2 Body-on-frame construction (e.g. VW

18 6. Vehicle body construction features

7.1 General notes

7.2 Checking weld seams and aluminium

7.3 Load paths

The illustration shows how the crash energy is distributed