Ford Fiesta (2011 year). Manual — part 89

automatically to petrol operation. Only then is it
allowed to drive the vehicle into the workshop
or service area.

• If possible do not allow any liquefied gas (LPG)

to escape.

• The ambient temperatures must not exceed

40°C. For this reason the LPG and CNG fuel
tanks must be removed on vehicles with LPG
or CNG operation before using a drying oven
to dry the paint where the temperature exceeds
40°C.

Avoid situations in which fuel from an LPG or CNG
fuel tank can escape. These situations include:

• Extremely hot ambient temperatures.

• Parking near a heating device.

• Raising the vehicle near a ceiling heater.

Refrigerated conversion vehicles

Apart from the special materials used in building
the structure of the refrigerated compartment, such
vehicles have special energy and refrigeration
systems which require special handling during
repair.

CAUTIONS:

Danger of injury. Work on the 230<SP>volt
system of the refrigeration equipment must
only be carried out by trained specialist
personnel.

The refrigeration system is filled with
refrigerant R134a. This can cause frostbite
if it contacts the skin. Pay attention to the
corresponding warning notices and
instructions in the chapter Air Conditioning
Systems.

NOTE: Work on the refrigerant circuit may only be
performed by persons who have a relevant
certificate of competence.

Vehicles with a refrigerated compartment are often
used to transport foodstuffs. For this reason,
additional hygiene regulations must be complied
with during repair work.

Aluminum and plastic are used to construct the
two different types of compartment found on
refrigerated vehicles.

The aluminum conversion is a very stable and
technically perfect variant. However, against this
the relatively high production costs and a lower
payload must be taken into account, because of
the weight of the aluminum conversion itself.

NOTE: Basic and in-depth training is offered on
the following topics. You will find an overview of
the complete range listed in the Training brochure
published by the Ford Service Organization.

The plastic conversion has developed into a light,
clean and economical alternative because of
constant further development of materials and
working techniques.

NOTE: The material combinations, the
workmanship and the working methods must
comply with the current food hygiene regulations.
For this reason, service and repair work on the
refrigerated conversion may only be performed by
authorized and specially trained technicians.

Refrigerated compartment constructions are often
made using both materials. The floor pan is made
of structured, slip-proof aluminum panels and the
wall and ceiling cladding is made of smooth
surfaced plastic elements.

CAUTION: PUR hard foam is flammable. If
PUR hard foam is overheated, it will burn
on its own with a brilliant yellowish flame.
It produces unpleasant choking and toxic
fumes. Special measures must be taken
when welding the vehicle body.

Polyurethane wall and ceiling elements are
manufactured using a sandwich principle. An
insulating polyurethane core is coated with food
grade ABS plastic on one side.

PUR hard foam does not decompose, is rot
resistant and is odorless. These properties make
it suitable for use as insulation.

Because of its closed cell structure, water uptake
by PUR hard foam is for the most part only a
problem at edges. Cut edges or other mechanically
worked surfaces must however be sealed with the
greatest care.

The conversion to a refrigerated vehicle is
performed as made-to-order production. The large
surfaces of the wall and ceiling cladding can be
changed and are particularly easy to repair.

If access to the back of a body panel section is
needed because of body straightening work, in
some circumstances it is cheaper to perform a
cut-out repair instead of removing an element.

The repair process is fully described in the Student
Information booklet Refrigeration System
Technology, Transit 2000.5 Freshline.

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Environmental Regulations

Orderly and responsible waste management is not
only very important for the protection of health and
the environment, but it also has great importance
where saving natural resources is concerned.

In body repair shops, since the introduction of the
EU directives on the avoidance of vehicle waste
and the promotion of return, re-use and recycling
of vehicles and their components (2000/53/EU),
more rigorous attention than before is also paid to
avoidance and recycling of waste materials.

NOTE: The organization of disposal in the
operation must comply with the country specific
waste regulations:

In this respect, body repair shops must take into
account and comply with the following
requirements:

• Separate waste according to its recycling and

disposal methods.

• Produce evidence for the correct transport and

disposal of waste.

NOTE: The organization of disposal in the plant
must comply with the requirements of the Waste
Avoidance and Management Act.

The avoidance and recycling of waste must always
take priority. However, despite all measures which
may be taken, waste cannot be completely
avoided.

NOTE: Useable waste which is not allowed in
household rubbish, must be disposed of as special
waste

All remaining waste must be treated as commercial
waste and disposed of according to the local
requirements.

Only applies to the EU:

The vehicle manufacturer is also under a legal
obligation since the older vehicle legislation came
into force throughout Europe in 2002.

This law covers the surrender, withdrawal and
environmentally friendly disposal of older vehicles
through the manufacturer.

The older vehicle legislation contains all the
necessary information for the environmentally
compatible disposal of older vehicles, starting with
preliminary handling involving the removal of all
operating fluids, deactivation of pyrotechnic
components, elimination of pollutants and then
further handling by dismantling components for
re-use and recycling.

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Body Construction

General

Under bodywork construction, a general distinction
is made between monocoque and non-monocoque
bodywork. The safety of the occupants is the main
consideration for all types of bodywork
construction. The front and rear sections are
designed so that they absorb the energy of the
impact via crumple zones. The use of modern
design and manufacturing methods and the use of
newly developed body panels (relating to their
deformation and strength properties) mean that,
despite the continuous weight-savings, all
safety-related requirements made of the
construction can be met.

Integral body-frame

In this method of construction, coverings,
reinforcements, retaining panels and profiles are
permanently joined together using a variety of
joining techniques (gluing, spot welding, laser
welding, soft soldering or brazing). The
load-bearing function of the structure must always
be achieved in each case.

There is no distinction made between components
which are purely subject to bending/torsion or thrust
loads and parts which perform sealing/covering
functions (as in non-monocoque bodywork for
example). In modern passenger vehicles,
monocoque bodywork is very widespread and
offers the advantages of a lightweight and low-cost
construction.

The rigidity of the bodywork is achieved by a panel
skin and panel cross-section with the largest
possible profile and therefore the largest resisting
torque (such as for instance the rocker panel).
Swage lines in the outer area of the bodywork
increase the stiffness and the natural vibration
frequency, to prevent possible drumming noises.

The mounting points for ancillary components such
as doors and wings are permanently built into the
monocoque bodywork.

High rigidity of the bodywork is vitally important to
keep the elastic deformations low at the joins to
the ancillary components and to prevent noise
when driving. Small gap dimensions are therefore

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only possible on vehicles with very stiff bodywork.
With high bodywork stiffness, the construction can
exert an influence on the handling of the vehicle
(e.g. on poor road surfaces).

Advantages of monocoque bodywork:

• Weight reduction.

• Economical manufacturing technology.

• High torsional rigidity and high flexural strength.

• Defined deformation behavior at the front and

rear.

• Maximum passive safety due to the strong

passenger compartment

The protected passenger compartment with strong
pillars, rocker panels and doors with integral side
impact protection increase occupant protection.
Opening of the doors is ensured, even if there is
extreme deformation.

NOTE: Repair work must always be performed
according to the established workshop literature.
All the safety requirements must be guaranteed
after any repair work has been performed !

Convertible

Description

Des

cript

ion

Body components adopted from the
Focus 2004.75 (07/2004-)

1

Conventional bodywork construction steel

2

High-strength sheet steel

3

Super-high strength sheet steel

4

Description

Des

cript

ion

Maximum-strength sheet steel

5

Aluminium, can be subjected to high
stresses

6

The body of a convertible differs from the principle
of the integral body-frame of a saloon due to the
lack of a roof construction. The body has a high

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