Ford Focus RS (2011 year). Manual - part 107

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-)

Conventional bodywork construction steel

High-strength sheet steel

Super-high strength sheet steel

Description

Des

cript

ion

Maximum-strength sheet steel

Aluminium, can be subjected to high
stresses

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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degree of torsional stiffness. This is achieved by
using high, super-high and maximum-strength
sheet steel and body reinforcements in
specifically-targeted areas.

These reinforcements can be installed in the area
of the doors (diagonal braces etc.) or on the
underfloor. In contrast to the saloon (or other
non-convertibles) with square-section side
members (closed profile), these reinforcements
have a profile which is open on the underside
(U-section).

Special constructional changes within the bodywork
structure:

• Reinforcing or increase in the thickness of the

sheet steel in the pillar area.

• Reinforcing or increase in the thickness of the

sheet steel in the floor pan structure (rocker
panel area).

• Use of heavily structured reinforcing panels in

the rocker panel and pillar area.

• In the area of the windshield frame and A-pillars,

thick-walled reinforcing tubes are used (roll-over
protection).

• Because there is no roof, the bridge construction

principle cannot be used as it is on the saloon
for example. Flexural and torsional rigidity must
be ensured by other components.

Non-monocoque bodywork

Non-monocoque bodywork is built onto a frame or
a chassis. Frames used for this have various
construction forms, e.g. the ladder frame or tube
frame. Non-monocoque bodywork is the original
way of constructing vehicles.

Description

Des

cript

ion

Vehicle body.

Frame Assembly

Bolted connection

The ladder frame is still commonly used today for
truck and off-road vehicles. The bodywork is placed
on the frame or chassis. The total load which
occurs while driving is transferred to the chassis.

More sporting vehicles can be built with
non-monocoque bodywork, mostly using a lattice
tube frame. Limitations in the design are accepted
for the benefit of low weight. The outer skin here

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is usually made of plastic or alloy. This type of
construction is also common in touring car racing
for instance.

Special features of non-monocoque bodywork
construction:

• Partly large surface panels and high volume

shaped parts.

• Thicker materials and greater reinforcements

in the frame area.

• Floor pan as frame structure with high torsional

rigidity and flexural strength.

• Side panels only make a small contribution to

the overall stability of the body.

Instructions for repair:

A different repair technique is necessary during
repairs. A deformed frame structure requires high

suction power during straightening repairs.
Frequently, the body also has to be detached from
the frame structure in order to carry out separate
repair.

Due to the very stable frame structure, please note
that the straightening behavior is completely
different to that of a passenger vehicle. The frame
and the attached body must be repaired
independently of each other.

Further information can be found in the respective
body repair manual.

Special points:

Tailored blanks

Blue: Tailored blank

Arrows: Laser weld seam

The term "tailored blanks" describes the connection
of two different panel thicknesses and/or strengths
in the bodywork carcass. This connection is done
using laser weld seams. Cut locations exactly on
the laser weld seams are not permitted, as at
present no joining techniques are approved for use

in repair procedures that would re-create joins of
the same quality.

NOTE: No cutting, no welding and therefore no
sectional repairs are permitted in the immediate
area of the laser weld seams. The model specific
requirements are documented in the respective
Body Repair Manuals.

Typical application areas are:

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• Side member

• Door inner reinforcement/door frames

• Wheelhouses

• Rocker panel inner reinforcement

• Roof rail inner reinforcement

Deformation behavior

Description

Des

cript

ion

Bolted crash element

Front side member

Rear side member

Different materials and design features lead to
staged deformation of the front and rear of the
vehicle in an accident.

Crash element:

At the front of the vehicle there is a crash element
which is connected to the side member by threaded
connections. This crash element can absorb light
impacts of up to about 15 km/hr. Because of the
threaded connections, the crash element can be
changed very quickly.

NOTE: Deformed crash elements must not be
straightened or repaired.

Heavier impacts which can no longer be absorbed
by the crash element must be absorbed by the side
members or the floor pan structure. Depending on
the extent of the damage, a part or complete
replacement can be performed on the side
member.

The rear of the vehicle, like the front of the vehicle,
has structures which protect the passenger cell
through staged deformation in the event of an
accident. The design layouts, however, are adapted
to the requirements of the rear area.

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Diagnosis and Damage Evaluation

Assessment of the extent of the damage includes
visual inspection and dimensional inspection of the
vehicle. In order to correctly determine the extent
of the damage caused by an accident, in-depth
technical knowledge, practical experience with the
technical equipment and the testing and measuring
devices is required.

Noticeable damage to the bodywork
structure

Positive accidental damage assessment can only
be achieved if the service technician is able to
reconstruct the effect of an impact on the body
structure.

For example:

If the impact occurs on the front left-hand side
member, the right-hand side member will usually
also have been damaged. Often the length of this
side member will not have changed, but because
of the rigid body design, it may have become
deformed. This damage can be detected through
the size of the gap between the door and fender
or by measuring the vehicle.

In the case of more severe impacts, in which the
front part of the vehicle cannot absorb all of the
impact energy, the passenger cell is also used to
absorb the energy. Here, the energy is transferred
via the A pillar and distributed there. This results
in deformations in the roof and the door sill.

NOTE: Because of existing damage to the
bodywork structure, damage diagnosis on a vehicle
lift may give extra incorrect diagnosis results.

NOTE: Training courses are offered on this subject.
For an overview, please

refer to the Ford Service

Organisation's training course brochure.

If for instance the Ford Focus Coupé/Cabriolet is
raised on a vehicle lift, the dead weight of the
vehicle will cause the front end to drop by approx.
2 to 3 mm.

The altered door position is clearly recognizable
by stiffness of the lock; the door moves upwards.
This causes the lock pin to contact the guide
element of the door lock.

It is possible to draw conclusions about the extent
of the damage through a visual inspection of the
external damage. In general, the following areas
are to be checked during the visual inspection:

• Outer panel including seam seals for cracks or

flakes in the paint caused by the accident.

• Size of the gap on doors and hoods for

evenness.

• Freedom of movement of door and hood/tailgate

locks.

• The vehicle roof for folds (gap measurement on

vehicles with sunroof)

• Dotted flange in door section for deformation

and cracked weld spots.

• The side members and crash components for

crumpling and folding.

• Trunk floor and floor pan from above and below

for crumpling.

No noticeable damage to the bodywork
structure

In addition to external indicators such as flaking
paintwork or cracks in the underbody protection, it
is vital to check for damage to the body structure
that is not visible from the outside (hidden body
damage) during a damage assessment. Unless
ancillary components are removed, it is often
impossible to achieve accurate diagnosis of the
underlying body parts.

NOTE: In order to determine the damage as
accurately as possible, it may be necessary to
remove ancillary components in the area of the
damage.

Particular attention must be paid to the following
components:

• The A, B and C pillars in the roof area.

• Floor pan.

• Rear ancillary components, such as bumper,

lights, etc.

• Trunk floor, spare wheel cavity.

• Rear coverings, such as interior trim, carpet,

etc.

• Lower rubber seals, e.g. in door area (welded

flange).

• Area under the rear seat.

• Attachment points of transmission system,

steering, engine, drive shafts, front and rear
axles.

• Electrical components, e.g. the radio (damage

through shaking or through voltage peaks).

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Non-monocoque bodywork

The chassis and bodywork must always be
checked during damage diagnosis on vehicles with
non-monocoque bodywork.

It is also important here to inspect closely for
damage the impact area and the areas absorbing
forces.

With these vehicles, simple inspections can already
give an indication of possible deformations.

In addition, you must check for the following for
vehicles with frame structures:

• Cracks in the paint on the frame welds.

• Traces of deformation on frame components.

• Check attachment points (silent blocks) for

position changes and damage.

• Changed position of rubber seals.

• Fit and function of the ancillary components.

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