Frame: Service and Repair
Frame Members
Front Frame Rail
NOTICE: The following procedure provides the steps for sectioning the inner and outer front structural frame rails. The steps shown apply to the LH and RH side. The forward portion of the Freestar and Monterey inner and outer front rails are designed with energy absorbing features to manage crash energy. This section of the frame MUST NOT be straightened if any holes or surfaces show evidence of collapse or buckling. The rail on this vehicle extends to a point behind the front seat mounting area, with the rear portion welded to the dash panel, rear floor and rear underbody rail. This makes complete removal both difficult and time consuming, as well as requiring extensive disassembly of the vehicle interior.
NOTE: If damage to the front lower rails is less severe and confined to an area ahead of the front shock tower, and the rails cannot be repaired (straightened), section the inner side member (C-channel) in the same location shown in the procedure. For the outer side member (closure panel), section and overlap to the existing sheet metal opposite the inner side member sectioning joint. Do not disturb the production spot welds between the shock tower and adjacent parts. Do not replace the entire inner and outer side members at the factory joints.
NOTE: If damage to the front lower rails is due to a side impact to the A-pillar/cowl side area, and the inner and outer side members cannot be repaired (straightened), installation of new inner and outer side members is recommended.
NOTE: Prior to beginning this procedure and removal of any structural components, the vehicle structure must be restored to its correct overall dimensions through the appropriate repair methods. For body and frame dimensional information, refer to Body . The drivetrain assembly and other non-structural sub-system components near the rail must be removed to gain proper access for spot weld removal and subsequent plug welding operations. During disassembly procedures, inspect the wiring harnesses and other non-structural sub-system components for damage to determine repair and/or replacement.
NOTE: Corrosion protection needs to be restored whenever it is necessary to sand or grind through painted surfaces or E-coat, or when bare metal repairs are made. For additional information, refer to Restoring Corrosion Protection Following Repair .
NOTE: Observe prescribed welding procedures when carrying out any repair to unibody/frame structure. For additional information, refer to Welding Precautions - Steel .
WARNING: Never install used or reconditioned parts (as specified below) from pre-owned, salvaged or damaged vehicles. The use of such parts could lead to serious injury.
Never use non-Ford parts or accessories for completing repairs.
Ford Motor Company does not approve or recognize body and structural repair procedures, tools, parts or anything but new genuine Ford equipment. Ford cannot attest to the safety, quality, durability or legality of non-Ford parts or accessories. Use of such parts could lead to serious personal injury as they may contain damage which is not visible.
Ford does not approve use of the following:
- Salvaged or used parts
- Major body clips or assemblies from salvage vehicles
- Aftermarket structural or body components
- Salvaged or reconditioned wheels
- Used supplemental restraint system (SRS) components
- air bags
- restraint system modules
- safety belts, buckles or retractors
- crash sensors
Returning a vehicle to pre-accident condition can only be assured if repair procedures are carried out by skilled technicians using new genuine Ford parts and Ford-approved methods. Structural component repair procedures approved by Ford, using genuine Ford parts, have been validated by Ford Motor Company engineers.
Ford Motor Company does not endorse, cannot attest to, and makes no representations regarding structural repairs (frames, rails, aprons and body panels) carried out using non-genuine Ford Motor Company parts or non-Ford-approved methods. In particular, Ford makes no representations that the vehicle will meet any crash safety or anti-corrosion performance requirement. Such parts and methods have not been tested by Ford, and may not meet Ford's requirements for safety, performance, strength, quality, durability and corrosion protection.
Ford Motor Company bears no responsibility or liability of any kind if repairs are performed using alternative structural component repair procedures and/or parts.
NOTE: Observe prescribed welding procedures when carrying out any repair to unibody/frame structure. For additional information, refer to Welding Precautions - Steel .
NOTE: Factory spot welds may be substituted with either resistance spot welds or MIG plug welds. Spot/plug welds should equal factory welds in both location and quantity. Do not place a new spot weld directly over an original weld location. Plug weld hole should equal 8 mm (0.31 in) diameter.
1. Position the vehicle on a frame repair rack following the manufacturer's recommendations. Measure the vehicle to determine if the body requires straightening and alignment. Refer to Body for dimensional information.
1. Remove the front bumper. Unbolt and drill out spot welds to remove the front end bumper structure beam.
2. Remove the radiator assembly.
- Remove the radiator support assembly. Drill out, as required, the spot welds that attach the radiator support to the front inner rail.
3. Remove the engine.
4. Remove the suspension components.
5. Drill out, as required, the spot welds that attach the shock tower assembly to the outer rail.
6. Drill out, as required, the spot welds that attach the front inner rail assembly to the front outer rail assembly.
- Dress all spot weld surfaces.
7. NOTE: Prior to any welding operations, the site must be cleaned to remove grease and dirt as well as primers and paint, without removing factory corrosion protective coatings or grinding into the base metal. Do not remove any pre-existing galvanized coatings. Do not use oxyfuel (oxyacetylene) gas torch. After cleaning, a weld-through coating must be applied to all bare metal in the overlap area of the weld sites. All welding should be carried out with a metal inert gas (MIG) welder, also known as gas-metal-arc-welding (GMAW). Welding wire should be 0.6 mm (0.02 in) in diameter which meets or exceeds the American Welding Society Standard (WAS-E-70S-6) with a mixture of 75% argon and 25% carbon dioxide shielding gas. Do not concentrate all welding efforts in one area, alternate sites so that each welded area has time to cool down before the welding is continued. All continuous welds must be made in increments of 13 mm (0.51 in) to 19 mm (0.74 in) to minimize heat build up which may cause loss of metal strength and panel distortion. Adjust welding equipment per manufacturer's guidelines by making test welds on similar materials.
Prepare the damaged inner front rail C-channel for removal.
1. Scribe a vertical cut-line on the inner front rail C-channel to be repaired, 1 mm (0.03 in) forward (measuring toward the front of the rail) of the leading edge of the external reinforcement, that surrounds the inner front rail at the kick-up. Using an appropriate cutting tool or plasma cutter, cut at the scribed line.
8. NOTE: Arrow indicates front of vehicle.
Prepare the replacement inner front rail C-channel for installation.
1. Scribe a vertical cut-line on the replacement inner front rail C-channel, 4 mm (0.15 in) forward (measuring toward the front of the rail) of the leading edge of the external reinforcement that surrounds the inner front rail at the kick-up. Using an appropriate cutting tool or plasma cutter, cut at the scribed line.
9. Prepare all bare metal surfaces with metal surface cleaner and an epoxy primer. Do not use a weld-through primer.
10. After the replacement inner front rail C-channel has been cut, an additional piece of material measuring 13 mm (0.51 in) in width is cut from the unused portion of the replacement rail. The reinforcing sleeve is cut in 2 pieces, trimmed to fit inside the C-channel and welded together to form a single piece.
11. NOTE: This repair section splice joint uses an offset cut (lap joint) that incorporates a backer sleeve in the inner front rail C-channel, while the outer front rail (closure panel) is installed with an overlap. This splice location was chosen to facilitate welding and refinishing operations, as well as allowing ease of application of corrosion protection materials. A square is used to make sure that the scribe lines on all 3 sides are in correct alignment. This procedure applies to both damaged and replacement inner front rail C-channels.
Weld the reinforcement sleeve to the inside of the existing C-channel so that approximately 6 mm (0.23 in) protrudes from the end of the rail forward.
1. Measure forward 1 mm (0.03 in) from the frame rail external reinforcement.
2. Notch the corners of the existing rail and plug weld the reinforcing sleeve in place prior to installing the inner front rail section.
12. During fit-up, maintain a 3 mm (0.11 in) gap at the splice on all 3 sides of the C-channel for correct weld penetration. When the replacement C-channel is tack welded, prior to welding the front inner C-channel in place, install and clamp the outer front rail to verify correct dimensions and fit.
13. Locate the splash guard retaining clip holes in the damaged outer front rail closure panel.
1. Measure 37 mm (1.45 in) and 72 mm (2.83 in) from the splash guard retaining clip holes. The location of this cut-line is to avoid cutting an internal reinforcement welded to the outer closure panel.
2. Scribe a cut-line.
14. NOTE: The replacement outer front rail closure panel uses a 5 mm (0.19 in) overlap in the area adjacent to the rail kick-up.
Locate the splash guard retaining clip holes in the replacement outer front rail closure panel.
1. Measure 42 mm (1.65 in) and 67 mm (2.63 in) from the existing retaining clip holes to allow for the 5 mm (0.19 in) overlap upon assembly.
15. Verify that the splash guard holes in the damaged and replacement closure panels are in the same location.
1. Stitch weld the replacement inner front rail C-channel to the original rail.
16. NOTE: Arrow indicates front of vehicle.
Position and clamp the outer front rail closure to the inner front rail C-channel.
1. Plug weld the outer front rail closure to the inner front rail C-channel.
2. Stitch weld the overlap joint.
17. Use a dye penetrant to determine if any cracks or large voids exist in the weld joint. If cracks or other defects exist, grind out the defect and repair until the weld is free of defects.
18. Replace all spot welds that have been drilled out to remove damaged parts. Factory spot welds may be substituted with either resistance spot welds or MIG plug welds. Spot/plug welds should equal factory welds in both location and quantity. Do not place a new spot weld directly over an original weld location. Plug weld hole should equal 8 mm (0.31 in) diameter.
- Dress all welds.
- Apply corrosion protection to all exposed bare metal surfaces in the affected area.
19. Reinstall the radiator support. MIG plug weld into position.
- Dress all welds.
- Apply corrosion protection to all exposed bare metal surfaces in the affected area.
20. Reinstall the radiator.
21. Reinstall the engine and suspension components previously removed. Make sure to tighten all fasteners to the correct specifications.
22. Reinstall the front bumper.