About I-CAR - Current Events/News: e-newsletters: Advantage Online: February 19, 2007

Figure 1 - The 2006 Pontiac Solstice was displayed at the 2006 Chicago Auto Show.

Figure 2 - The 2007 Saturn Sky is built on the same platform as the Pontiac Solstice.

Figure 3 - This is the front and back view of a special frame clamp adapter that may be required for securing the vehicle to frame repair equipment.

Figure 4 - The rear impact bar is welded to the rear rail ends. It should be reattached with GMA (MIG) stitch welds in the original weld locations.

Figure 5 - The outer windshield frame is made up of three parts.

COLLISION REPAIRS ON THE 2006-2007 PONTIAC SOLSTICE/2007 SATURN SKY

The 2006 Pontiac Solstice (see Figure 1) and the 2007 Saturn Sky (see Figure 2) are the first roadster models built by the two General Motors' divisions. They are built on the same platform and share many collision repair procedures. This article will provide a quick overview of some of the collision repair procedures that apply to both vehicles. Complete procedures can be accessed at www.techinfo.gmgoodwrench.com.

The Solstice/Sky platform is designed similar to the 2006 Chevrolet Corvette and Cadillac XLR vehicles. Some repair procedures may also be similar. For example, all of these vehicles have replacement floor sections and similar procedures for replacement.

Frame clamp adapters may be used for securing the vehicle to frame repair equipment (see Figure 3). The frame clamp adapters are used for adapting the oval holes on the bottom of the frame to pinchweld clamps. These are the same type of adapters used for the 2006 Chevrolet Corvette and the 2006 Cadillac XLR.

The frame is made from dual-phase (DP) hydroformed steel. There are several sectioning procedures available for both the front and rear sections of the frame. These include two sectioning locations for the front and two sectioning locations for the rear portions of the frame. General Motors warns that sectioning should only be done in the recommended areas. The structural integrity of the vehicle may be compromised if sectioning is done in any other areas. A backing is required for all frame sectioning joints. The backing can be made by cutting a 50 mm piece from the unused portion of the replacement rail. This piece should be cut into four sections, trimmed to fit flush inside the sectioning joint, and tack-welded in place. However, a backing does not have to be made for the front rail end procedure because a backing is already included with the front rail end replacement part assembly.

Each sectioning procedure requires the sectioning joint on the existing rail to be beveled 45º. The joints should be completely welded around the backing using 25 mm stitch welds to minimize heat buildup. All welding surfaces should be prepared with GM-approved weld-through primer (part number 4353).

The rear compartment panel is made from sheet-molded compound (SMC) and is bonded to the vehicle with urethane adhesive. A heat gun is used to soften the adhesive when removing a damaged panel. The panel must be heated to 149-260ºC (300-500ºF) to release it from the adhesive. All brackets, mounting studs, and accessories should be saved and transferred to the replacement panel, if undamaged. The replacement panel is attached the same as the original, with urethane adhesive. This involves removing remaining adhesive and priming the bonding surfaces. It is important to not apply topcoats to any bonding surfaces.

The front impact bar brackets are removed by cutting the original factory welds. Care should be taken to not damage any inner panels or reinforcements while doing this. Use three-dimensional measuring equipment to properly position the replacement brackets and weld into place at the original weld locations.

The rear impact bar (see Figure 4) is removed by cutting the welds that attach it to the ends of the rear rails, being careful to avoid cutting into the rails. This can be achieved by cutting slightly more toward the impact bar. Portions of the impact bar that remain on the rear rails can be removed after the impact bar has been removed. There are welds on top of the impact bar that attach the bar to the rear frame rails, located directly under the rear compartment panel. This requires access holes to be cut into the rear compartment panel. A heat gun is also necessary for removing adhesively bonded areas between the impact bar and rear compartment panel.

The replacement rear impact bar is attached to the rear rails with welds at the original weld locations. The access holes located on the rear compartment panel are patched using the original pieces that were cut out. Lord Fusor Structural Adhesive 127 EZ^® is recommended for this portion of the repair. It is important to ensure that the patches are properly sealed and do not leak to prevent exhaust and fuel fumes from entering the passenger compartment.

The outer windshield frame consists of two lower panels and one frame header panel (see Figure 5). These can be removed and replaced separately. Care should be taken to not damage any inner panels during removal procedures. This includes removing either of the two silicon bronze welds that join the lower panels to the front frame header.

Plug weld holes should be drilled in the replacement panel in the same locations as the original welds. The original silicon bronze welds can be replaced with GMA (MIG) welds or MIG brazing.

The outer side body panel is one piece of stamped sheet metal consisting of the quarter panel, rocker panel, and a portion of the lower A-pillar. The outer side body panel can only be replaced at factory seams. It is important to ensure that the fuel inlet is sealed before beginning repairs. The panel is removed by drilling out the factory spot welds that attach it to the drip rail. The remainder of the panel is bonded with urethane adhesive. An air chisel and a heat gun can be used for removal.

Plug welds and urethane adhesive may be used for attaching a replacement outer side body panel. The panel should be dry-fitted before applying adhesive to the panel. This may also require the use of shims for proper panel alignment. 8 mm (5/16") plug weld holes may be drilled into the service panel in the original weld locations.

The left and right floor pan sections are also replaceable. Floor pan removal involves removing various inner and outer reinforcements. All brackets, mounting studs, and accessories should be saved for the replacement floor pan. 8 mm (5/16") plug weld holes should be drilled in the replacement floor pan in the same locations as the original welds. The reinforcements should also be reattached with GMA (MIG) welds identical to the original factory welds.

The front end sensor requires replacing sensors in the area of collision damage. The area of collision damage is defined as the portion of the vehicle which is crushed, bent, or damaged due to a collision.

Sensor damage that is not visible, such as a slight bending of the mounting bracket or cuts in the wire insulation, can cause improper operation of the sensor. Do not try to determine whether the sensor is undamaged. Replace the sensor.

The 2006 Pontiac Solstice and the 2007 Saturn Sky share the same platform, along with many collision repair procedures. More information on repairing these vehicles can be accessed at www.techinfo.gmgoodwrench.com. Restraint system inspection and replacement recommendations for many vehicles can be found on the I-CAR Airbag Parts Replacement Recommendations Matrix.

For comments or suggestions on the Advantage Online, please contact I-CAR Senior Instructional Designer Bob Jansen at bob.jansen@i-car.com.

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