Ldce - Nakul - Final Report - Tata 6.5

Developing a comprehensive approach to analyze and reduce
ePOD defects in the automotive painting process

for car body shells.
A Project Report on Internship
Submitted by
Nakul Y. Patel
190280119091
In partial fulfilment for the award of the degree of
BACHELOR OF ENGINEERING
In
Mechanical Engineering
L.D. College of Engineering,

Ahmedabad
Gujarat Technological University,

Ahmedabad
Academic Year 2022-2023
Semester 8
University Area, Ahmedabad
CERTIFICATE
This is to certify that the project report submitted along with the project
entitled “Developing a comprehensive approach to analyse and reduce
ePOD defects in the automotive painting process for car body shells” has
been carried out by Nakul Y. Patel under my guidance in partial fulfilment
for the degree of Bachelor of Engineering in Mechanical Engineering 8th
Semester of Gujarat Technological University, Ahmadabad during the
academic year 2022-23.
Faculty Guide Head of Department

Dr. Nisha V. Bora Dr. Vikram B. Patel
Mechanical Engineering Department

Team ID - 29977

University Area, Ahmedabad
DECLARATION
I hereby declare that the Internship / Project report submitted along with the
Project entitled “Developing a comprehensive approach to analyse and
reduce ePOD defects in the automotive painting process for car body
shells” submitted in partial fulfilment for the degree of Bachelor of
Engineering in Mechanical Engineering to Gujarat Technological University,
Ahmedabad, is a bonafide record of original project work carried out by me at
Tata Motors Passenger Vehicles Limited, Sanand Plant under the supervision
of Dr. Nisha V. Bora (Faculty Guide) and Mr. Ajay Kumar (Industry Guide)
and that no part of this report has been directly copied from any students’
reports or taken from any other source, without providing due reference.
Nakul Y. Patel
190280119091
Mechanical Engineering Department,
L.D. College of Engineering, Ahmedabad
Gujarat Technological University i L.D. College of Engineering

Team ID - 29977
ACKNOWLEDGEMENT
It is my pleasure to submit this in-plant project training report completed at Tata Motors
Passenger Vehicles LTD, Sanand Plant during the 8th Semester project training. I hereby
acknowledge efforts of all those who have contributed for the completion of my training.
I express my gratitude and heartfelt thanks to my project mentor Mr. Ajay Kumar
(DGM and Head - Paint & BIW OQ), Tata Motors Passenger Vehicles Ltd. for his
suggestions, valuable guidance & vital help throughout the duration of the project. My
experience of working as his mentee was filled with lessons, discussions and invaluable
snippets from his tenure with the company.
Additionally, I would like to thank the entire Paint CQ team - Mr. Abhijit Goswami
(Senior Manager), Mr. Laxmidhar Sahu (Senior Manager), Mr. Mukesh Mishra
(Executive) and Mrs. Maitri Valand (Executive & Lab In charge), for providing their
valuable guidance and practical training. Their skills on manpower handling and their
engineering knowledge has proved to be one of the most important asset during my training
period. Moreover, I extend my sincere thanks to Mr. Jasmin Panchal,
Senior Manager- HR, Tata Motors Passenger Vehicles Ltd. for finding me capable for this
opportunity and recruiting me as intern with the company.
Finally and most important of all, I would like to thank my faculty Guide,
Dr Nisha V. Bora (Associate Professor) who tirelessly supported me before and during the
entire training period. Her guidance and constant push to learn more and more from the
industry has been my biggest motivation.
Yours thankfully,
NAKUL Y. PATEL
Gujarat Technological University ii L.D. College of Engineering

Team ID - 29977
ABSTRACT
The project aims to develop a comprehensive quality management strategy

that integrates process improvements, equipment optimization and skill
development to reduce the incidence of defects generated during the 3C-1B
painting process at Tata Motors Manufacturing Plant. The project will involve
a detailed analysis of the painting process, including the identification of
critical process steps, control parameters and potential sources of defects.
Additionally the project aims at analyzing the automation technologies used
in the process and eliminate any deviation in their precise application. The
analysis will be conducted using statistical methods, including hypothesis
testing and correlation analysis, to identify the key factors that contribute to
defects. Based on the analysis, the project team will develop and implement
process improvements and equipment optimization measures such as
optimizing paint application, improving coating thickness control and
enhancing curing processes. The project team will work closely with line
workers and other shops of the plant to ensure that the quality management
strategy is effectively implemented and that the necessary feedback
mechanisms are in place. The success of the project will be measured by the
reduction in the number of defects generated during the painting process, as
well as by the improvement in the overall skill level of quality inspection line
workers and the enhancement of the 3Coat-1Bake process.
Keywords = automotive painting, 3C-1B process, ePOD, paint defects,

central quality
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Team ID - 29977
List of figures
Fig. 1.1 Tata Altroz ............................................................................................................ 4

Fig. 1.2 Tata Tiago ............................................................................................................. 4
Fig. 1.3 Tata Punch ............................................................................................................ 4
Fig. 1.4 Tata tigor............................................................................................................... 4
Fig. 1.5 Tata safari ............................................................................................................. 5
Fig. 1.6 Tata Harrier........................................................................................................... 5
Fig. 1.7 Tata Nexon ........................................................................................................... 5
Fig. 2.1 Variants of Tiago .................................................................................................. 7
Fig. 2.2 Variants of Tigor .................................................................................................. 7
Fig. 2.3 Pristine White (K) ................................................................................................. 8
Fig. 2.4 Stonehenge (K) ..................................................................................................... 8
Fig. 2.5 Daytona Grey (P)) ................................................................................................ 8
Fig. 2.6 Flame Red (P) ....................................................................................................... 8
Fig. 2.7 Teal Blue (P) ......................................................................................................... 8
Fig. 2.8 Plum Wine (K)...................................................................................................... 9
Fig. 2.9 Arizona Blue (P) ................................................................................................... 9
Fig. 2.10 Foliage Green (P)................................................................................................ 9
Fig. 2.11 Summer Wine (K) .............................................................................................. 9
Fig. 2.12 PT/ CED entry. All 13 tanks are lined up in single RoDip conveyor system .. 12
Fig. 2.13 Mechanism of particle removal from surfaces ................................................. 13
Fig. 2.14 Mechanism of oil removal from surfaces ........................................................ 13
Fig. 2.15 The RoDip System............................................................................................ 18
Fig. 2.16 Sealer oven exit ................................................................................................ 22
Fig. 2.17 Seam sealer in Tigor ......................................................................................... 26
Fig. 2.18 Melt sheets in Tigor .......................................................................................... 26
Fig. 2.19 Oiler sealer on front suspension tower ............................................................. 27
Fig. 2.20 Thumb sealer .................................................................................................... 27
Fig. 2.21 Sealer line .......................................................................................................... 29
Fig. 2.22 Sealer oven exit ................................................................................................ 30
Fig. 2.23 Sanding line ...................................................................................................... 30
Fig. 2.24 Diagram of a pneumatic spray gun used at TMPV-S ....................................... 32
Fig. 2.25 Diagram of the bell cup atomizer used at TMPV-S ......................................... 33
Fig. 2.26 Constituents of base coats................................................................................. 35
Fig. 2.27 Top – coat oven ................................................................................................ 38
Fig. 2.28 History card ...................................................................................................... 39
Fig. 2.29 Finesse it ingredients ........................................................................................ 40
Fig. 3.1 Dust on hood ....................................................................................................... 43
Fig. 3.2 Dust on hood ....................................................................................................... 43
Fig. 3.3 Dust near B pillar ................................................................................................ 43
Fig. 3.4 Dust on A pillar .................................................................................................. 43
Fig. 3.5 Teroson Tape bubbles ......................................................................................... 45
Fig. 3.6 Sealer miss on engine tie joint – probable point of rust development ................ 45
Fig. 3.7 Sealer lumps ....................................................................................................... 46
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Team ID - 29977
Fig. 3.8 Tailgate gas balancer bracket sealer contamination ........................................... 46

Fig. 3.9 Shabby sealant .................................................................................................... 46
Fig. 3.10 Body shop structural sealant ............................................................................. 46
Fig. 3.11 Metal burr on door aperture .............................................................................. 49
Fig. 3.12 Weld spatter on engine tie member .................................................................. 49
Fig. 3.13 BIW black sealer spill....................................................................................... 50
Fig. 3.14 Metal wire ......................................................................................................... 50
Fig. 3.15 Zinc primer contamination ............................................................................... 50
Fig. 3.16 Zinc primer contamination ............................................................................... 50
Fig. 3.17 Thin Paint due to C/C miss ............................................................................... 52
Fig. 3.18 Thin Paint ......................................................................................................... 52
Fig. 3.19 Thin Paint ......................................................................................................... 52
Fig. 3.20 Thin Paint ......................................................................................................... 52
Fig. 3.21 Tailgate inside rundown ................................................................................... 54
Fig. 3.22 C pillar rundown ............................................................................................... 54
Fig. 3.23 Door inside rundown ........................................................................................ 54
Fig. 3.24 Paint popping on hood ....................................................................................... 56
Fig. 3.25 Wet paint inside tailgate near rear mirror ......................................................... 56
Fig. 3.26 Overspray on sill panel ..................................................................................... 56
Fig. 3.27 Touch mark on door inside ............................................................................... 56
Fig. 3.28 Overspray sill panel .......................................................................................... 56
Fig. 3.29 Defect wise breakup in NCI ............................................................................. 59
Fig. 3.30 Overall defects in NCI ...................................................................................... 59
Fig. 3.31 Overall defect PPH for NCI.............................................................................. 67
Fig. 3.32 PPH breakup of top 3 defects ........................................................................... 67
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Team ID - 29977
List of tables
Table 2.1 PT Process - Degreasing bath parameters........................................................ 15

Table 2.2 PT Process - Activation bath parameters ......................................................... 15
Table 2.3 PT Process - Phosphate bath parameters ......................................................... 16
Table 2.4 PT Process - Rinsing bath parameters ............................................................. 17
Table 2.5 CED Process - ED bath parameters ................................................................. 19
Table 2.6 CED Process - Cleaning bath parameters ........................................................ 20
Table 2.7 ED oven - Zones and their temperatures ......................................................... 21
Table 2.8 ED inspection – Defects, their sources and some measures ............................ 23
Table 2.9 ED inspection – Defects, their sources and some measures ............................ 24
Table 2.10 Sealer line – Types of sealers used at TMPV - Sanand ................................. 25
Table 2.11 Sealer line processes and parameters for TMPV-S ....................................... 28
Table 2.12 Sealer Oven – Zones and their temperatures ................................................. 29
Table 2.13 Top – Coat process – Primer application parameters .................................... 34
Table 2.14 Top – Coat process – Base coat application parameters ................................ 36
Table 2.15 Top – Coat process – Clear coat application parameters ............................... 37
Table 2.16 Top – Coat process – Paint oven ................................................................... 38
Table 3.1 Potential sources of dust .................................................................................. 44
Table 3.2 Potential sources of sealant defects ................................................................. 47
Table 3.3 Potential reasons for BIW defects ................................................................... 49
Table 3.4 Potential reasons for Thin Paint ....................................................................... 51
Table 3.5 Potential Reasons for Rundown ....................................................................... 54
Table 3.6 Below table describes the probable reasons for these defects. ........................ 57
Table 3.7 The measures taken against the reasons detected are collected in the two tables
below. ................................................................................................................................. 60
Table 3.8 The measures taken to control sealer contamination against the problems faced
are given in two tables below............................................................................................. 62
Table 3.9 The following table describe the measures taken to address the defects related
to BIW shop. ...................................................................................................................... 64
Table 3.10 Following table shows the measures taken for thin paint .............................. 65
Table 3.11 Describes the measures taken for rundown .................................................... 66
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Team ID - 29977
Abbreviations
TMPS-S Tata Motors Passenger Vehicles – Sanand Plant

ePOD Electronic Proof of Delivery
CQ Central Quality
3C-1B 3 Coat 1 Bake
BIW Body In white
WBS Weld Body Storage
PT Pre Treatment
CED Cathodic Electro Deposition
EMT Effective Mean Temperature
UF Ultra Filtration
NVH Noise, Vibration and Harshness
C/C Clear coat
PBS Painted Body Storage
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Team ID - 29977
TABLE OF CONTENTS
CERTIFICATE ....................................................................................................................ii
DECLARATION .................................................................................................................. i
ACKNOWLEDGEMENT ...................................................................................................ii
ABSTRACT ....................................................................................................................... iii
List of figures ...................................................................................................................... iv
List of tables ........................................................................................................................ vi
Abbreviations .....................................................................................................................vii
TABLE OF CONTENTS ................................................................................................. viii
CHAPTER 1 – OVERVIEW OF THE COMPANY ...................................................... 1
1.1 ABOUT TATA MOTORS ...................................................................................... 1
1.2 MANUFACTURING FACILITIES ACROSS INDIA ......................................... 2
1.3 PRODUCTS OF TATA MOTORS PASSENGER VEHICLES LTD. ............... 4
1.4 SANAND PLANT LAYOUT .................................................................................. 6
CHAPTER 2 – PAINT SHOP ........................................................................................... 7
2.1 ONGOING MODELS AND SHADES ................................................................... 7
2.2 PAINT SHOP LAYOUT ....................................................................................... 10
2.3 PAINT PROCESSES ............................................................................................. 11
2.3.1 Pre-Treatment & Electro Deposition Process .............................................. 12
2.3.2 ED oven, ED inspection and Metal Repair ................................................... 21
2.3.3 Sealer processes ............................................................................................... 24
2.3.4 Sealer oven ....................................................................................................... 29
2.3.5 Sanding line ..................................................................................................... 30
2.3.6 Top-Coat Process ............................................................................................ 31
2.3.7 EOL Quality Inspection .................................................................................. 38
CHAPTER 3 – PAINT DEFECTS ................................................................................. 42
3.1 DEFECTS IN PAINTED BODY .......................................................................... 42
3.1.1 Dust ................................................................................................................... 42
3.1.2 Sealer Contamination and Sealer Miss/ Gaps .............................................. 45
3.1.3 BIW metal related defects .............................................................................. 48
3.1.4 Thin Paint ........................................................................................................ 51
3.1.5 Rundown .......................................................................................................... 53
3.1.6 Other defects.................................................................................................... 55
3.2 DEFECT TRENDS ................................................................................................ 58
3.3 CONTROL PLAN/ MEASURES FOR MAJOR DEFECTS............................. 60
Gujarat Technological University viii L.D. College of Engineering

Team ID - 29977
3.3.1 Dust................................................................................................................... 60
3.3.2 Sealer Contamination ..................................................................................... 62
3.3.3 BIW metal related defects .............................................................................. 64
3.3.4 Thin Paint ........................................................................................................ 65
3.3.5 Rundown .......................................................................................................... 66
3.4 LATEST TRENDS OF THE DEFECTS ............................................................. 67
CHAPTER 4 – CONCLUSION OF THE PROJECT .................................................. 68
CHAPTER 5 – LEARNING OUTCOMES OF THE INTERNSHIP ......................... 69
REFERENCES ................................................................................................................. 70
Gujarat Technological University ix L.D. College of Engineering

Team ID - 29977 CHAPTER 1 – OVERVIEW OF THE COMPANY
CHAPTER 1 – OVERVIEW OF THE COMPANY
1.1ABOUT TATA MOTORS
Tata Motors Limited is an Indian multinational automotive manufacturing company,

headquartered in the city of Mumbai, India which is part of Tata Group. The company
produces passenger cars, trucks, vans, coaches, buses, luxury cars, sports cars, construction
equipment.
Formerly known as Tata Engineering and Locomotive Company (TELCO), the company
was founded in 1945 as a manufacturer of locomotives. The company manufactured its first
commercial vehicle in 1954 in a collaboration with Daimler-Benz AG, which ended in
1969. Tata Motors entered the passenger vehicle market in 1988 with the launch of the Tata
Mobile followed by the Tata Sierra in 1991, becoming the first Indian manufacturer to
achieve the capability of developing a competitive indigenous automobile. In 1998, Tata
launched the first fully indigenous Indian passenger car, the Indica, and in 2008 launched
the Tata Nano, the world's most affordable car. Tata Motors acquired the South Korean
truck manufacturer Daewoo Commercial Vehicles Company in 2004. Tata Motors has been
the parent company of Jaguar Land Rover since the company established it for the
acquisition of Jaguar Cars and Land Rover from Ford in 2008. Tata Motors' principal
subsidiaries include British premium car maker Jaguar Land Rover (the maker of Jaguar
and Land Rover cars) and the South Korean commercial vehicle manufacturer Tata
Daewoo. Tata Motors has a construction-equipment manufacturing joint venture with
Hitachi (Tata Hitachi Construction Machinery), and a joint venture with Stellantis which
manufactures automotive components and Fiat Chrysler and Tata branded vehicles. On Oct
12, 2021 private equity firm TPG invested $1 billion in Tata Motors' electric vehicle
subsidiary.
Tata Motors has auto manufacturing and vehicle plants in Jamshedpur, Pantnagar,
Lucknow, Sanand, Dharwad, and Pune in India, as well as in Argentina, South Africa, the
United Kingdom, and Thailand. It has research and development centres in Pune,
Jamshedpur, Lucknow, and Dharwad, India and South Korea, the United Kingdom, and
Spain. Tata Motors has vehicle assembly operations in India, the United Kingdom, South
Korea, Thailand, Spain, and South Africa. It plans to establish plants in Turkey, Indonesia,
and Eastern Europe.
Gujarat Technological University 1 L.D. College of Engineering

1.2 MANUFACTURING FACILITIES ACROSS INDIA
1. JAMSHEDPUR: The Jamshedpur facility, TATA Motor’s first, was established in 1945
to manufacture steam locomotives. It led the company’s foray into commercial vehicles in
1954. The state-of-the-art Engine Factory manufactures the Tata 697/497 naturally
aspirated and turbo charged engines, with a capacity of supplying up to 200 engines per
day. The plant manufactures Tata Motors' entire range of medium and heavy commercial
vehicles, including the Tata Prima, both for civilian and defence applications - over 200
truck variants, ranging from multi-axle trucks, tractor-trailers, tippers, mixers and special
application vehicles.
2. PUNE: The Pune unit is spread over two geographical regions- Pimpri (800 acres) and
Chinchwad (130 acres). It was established in 1966 and has a Production Engineering
Division, which has one of the most versatile tool making facilities in the Indian sub-
continent. It houses a Vehicle manufacturing complex which is one of the most integrated
automotive manufacturing centres in the Country producing a large variety of individual
items and aggregates.. The Passenger Vehicle Division in 'K' block executes the entire
process of car manufacture over five shops - the engine shop, the transmission shop, press
and body shops, paint shop and the trim and final assembly shop. The shops are fully
automated ensuring that there is minimal chance for error in the manufacturing processes
3. LUCKNOW: Tata Motors Lucknow (TML-Lucknow) is an important production

facility of Tata Motors Limited, which was established in 1992 to meet the growing demand
for Commercial Vehicles in the Indian market. This plant rolls out commercial vehicles &
is specialized in the designing & manufacturing of a range of modern buses which includes
Low-floor, Semi Low-floor, and High Deck & CNG Buses. Lucknow plant also specializes
in integral bus manufacturing & has recently commissioned JV Company, Tata Marcopolo
Motors Ltd. in the premises.
4. PANTNAGAR: The Company has set up a plant for its mini-truck Ace and the passenger
carrier Magic (based on Ace platform) a Pantnagar in Uttarakhand. The plant began
commercial production in 2007.
5. RANJANGAON: Tata Ranjangaon plant is a 50:50 joint venture between Fiat Chrysler
Automobiles and TATA Motors. This plant produces Nexon Sub compact SUV for TATA
Motors since 2017. This plant is in Ranjangaon in Maharashtra.

6. DHARWAD: TATA Motor’s Dharwad Plant, located on Pune Bangalore highway

around 425 km northwest from Bengaluru, became operational on “Founders Day’ 3rd
March 2012. This is the latest green field project by TATA Motors being commissioned
for production of Ace Zip. In line with world-class manufacturing practices, Dharwad Plant
has installed most advanced technology which include robotics, automated line with
automated guided vehicles and ultramodern manufacturing systems and practices.
7. SANAND: Tata Motors plant at Sanand is located in the Ahmedabad district of Gujarat.
The capacity of the plant, to begin with, was 250,000 cars per year. Provision for further
capacity expansion has also been incorporated in this location. Built in a record time of 14
months starting November 2008, the integrated facility comprises Tata Motors own plant,
spread over 725 acres, and an adjacent vendor park, spread over 375 acres. The Tata Tiago
was launched in April 2016 and was the first car to embody the company’s impact design
philosophy. The Tiago (& Tiago EV) and Tigor (& Tigor EV) are manufactured at the Tata
Motors Sanand facility in Gujarat. The 400,000th Tiago just rolled out of Tata Motors
Sanand factory in just about 5 years of the car’s launch in India.

1.3 PRODUCTS OF TATA MOTORS PASSENGER VEHICLES LTD.
Fig.
Fig.0.1 TataAltroz
1.1 Tata Altroz
Fig. 1.2 Tata Tiago Fig. 1.3 Tata Punch
Fig. 1.3 Tata Punch
Fig. 1.3 Tata Punch
Fig. 1.3 Tata Punch
Fig. 1.4 Tata Tigor
Gujarat Technological University 4 Fig. 1.3

L.D.Tata Punch
College of Engineering
Fig. 1.5 Tata safari
Fig. 1.6 Tata Harrier
Fig. 1.7
0.3 Tata Nexon

1.4 SANAND PLANT LAYOUT
Sheet metal is converted to different parts of the

Press shop car such as side frames, doors, bonnet, roof, etc.
The car body metal parts from Press shop are

BIW shop assembled by welding to formulate the shell of
the car
The body shell from the BIW shop is

Paint shop coated with paint to provide the
necessary aesthetic look to the car
The final assembly including engine,

TCF shop tank, trims, electrical subsystems
Powertrain shop
TMLD
The engine is assembled in the
powertrain shop
BIW = Body in weld (or white)

TCF = Trim, Chassis and final assembly
TMLD = Tata motors Logistics and Distribution

Team ID - 29977 CHAPTER 2 – PAINT SHOP
CHAPTER 2 – PAINT SHOP
2.1 ONGOING MODELS AND SHADES
Fig. 2.1 Variants of Tiago
Tiago Petrol and CNG

Tiago EV (Challenger EV)
Fig. 2.2 Variants of Tigor
Tigor Petrol and CNG

Tigor EV (Limber EV)

Fig. 2.4 Pristine White (K)
Fig. 2.5 Stonehenge (K)
Fig. 2.5 Flame Red (P)
Fig. 2.6 Daytona Grey (P)
Fig. 2.6 Teal Blue (P)

Fig. 2.7 Plum Wine (K)
Fig. 2.9 Arizona Blue (P)
Fig. 2.8 Foliage Green (P)
Fig. 2.10 Summer Wine (K)

2.2 PAINT SHOP LAYOUT
ED
WBS PT CED ED OVEN INSPECTION
SEALER UB SEALER METAL

OVEN SEALER LINE REPAIR
SANDING
LINE
COLOR TAG O BASE CLEAR

PRIMER
SELECTION RAG COAT COAT
POLISHING TOP-COAT TOP-

LINE INSPECTION COAT
LEVEL 0
0.0 MTR
TOUCH UP
#1 LEVEL 1
6.5 MTR
TOUCH UP
#2 SPOT REPAIR
DIFTR
WAXING PBS TCF

2.3 PAINT PROCESSES
Tata Motors is one of India's most prominent automotive companies, manufacturing and
producing a range of cars, SUVs, and trucks. One of the essential processes in car
manufacturing is painting, and the paint shop at Tata Motors Passenger Vehicles Sanand is
responsible for the quality finish of their vehicles.
The paint process starts with the body transfer from the BIW skid to the ED skid, where
the body is locked onto the jig with nut runners and checked for defects. The next step is
IPA wiping and sanding, where the jig is inspected again, and the body is prepped for pre-
treatment.
The pre-treatment process begins with knock-off degreasing, followed by dip degrease one
and two, and dip rinse one. The surface is then activated by dipping it into trication dip
phosphating solution, which provides rust protection and improves adhesion between the
ED and paint. The body is then rinsed again to remove any excess phosphates and sludge
before being dipped into the ED coating solution. After the ED coating, the body undergoes
UF1 spray and UF2 dip to remove any foam marks and ED drops. The ED body is then
rinsed with RCDM to remove any dust, foam, dirt, and excess ED. The body is then baked
at 160°C for ten minutes to cure the ED. After de-jigging and re-jigging, the body goes to
the sealer line, where grommet and teas tape fitment are done, followed by seam and oiler
sealer on the body joints. The underbody black sealer is applied by robots, and the body
undergoes another baking process at 110°C for eight minutes.
Sanding is then done with paper of grit size 400-600 to remove any dust, sealer, ED defects,
grinding marks, etc. The body is then cleaned with an air blow and tag o rag before moving
to the colour selection stage. The internal primer, external primer, internal base coat,
external base coat, internal clear coat, and external clear coat are applied in sequence. After
final application, the body undergoes baking in an oven at an effective mean temperature
(EMT) of 140°C for 18 minutes. Finally, the body moves towards the final QC and rework
stations, where any defects are rectified before the car's final assembly.
In conclusion, the paint shop at Tata Motors Passenger Vehicles Sanand has a highly
sophisticated paint process to ensure the vehicles' quality finish.. The process is highly
automated and involves manual labour at some stages to ensure the vehicle's perfect finish.

2.3.1 Pre-Treatment & Electro Deposition Process
Pre-treatment is a procedure performed before painting. Metal car bodies must be pre-
treated to improve electro and paint coat adhesion and corrosion resistance. Trication zinc
phosphating is the industry standard. Degreasing, rinsing, surface activation, phosphating,
and demineralized water rinsing are all part of the procedure. Surface contaminations such
as corrosion protective oils, stamping lubricants, hot melts, body shop sealants and
adhesives, zinc primer, metal grains, dust, and so on may exist on the weld body or body-
in-white.
The pre-treatment process follows following sequence;
 Degreasing
 Activation
 Phosphating
 Rinsing
Fig. 2.11 PT/ CED entry. All 13 tanks are lined up in single RoDip conveyor system

2.3.1.1 Degreasing
The goal of degreasing is to get rid of all types of contamination from the metal surface, to
achieve a water break free surface, which relates to a surface that has a continuous water
film after excessive degreasing chemicals have been rinsed off with water, and to get a
reactive surface that can build up a phosphate coating. The mechanism of particle removal
from surfaces is shown in Figure 2.2 and the mechanism of oil removal from surfaces is
shown Figure 2.3.
Fig. 2.12 Mechanism of particle removal from surfaces
Fig. 2.13 Mechanism of oil removal from surfaces

Degreasing solutions are sprayed and dipped to remove contaminants. In real-time

applications, degreasers are first sprayed and then the body is immersed in a bath. The
benefits of spray treatments include faster treatment times and greater flexibility with parts
with basic geometry. The benefit of dip treatments is that they clean regions that are
difficult to reach, such as box sections.1 The bath is kept level by adding water or deionized
water, the latter being used to prevent calcium and magnesium salts from precipitating.
Degrease baths are controlled by calculating total alkali using supplier-defined titration
procedures, thermometer-calculated temperature values, and oil content calculations.
Knock off degreasing, Dip degrease 1 and Dip degrease 2 are the three degreasing
techniques.
1. Knock off Degreasing
In this stage number of spray nozzles are arranged in the series focused at the center. For
through cleaning the pressurized hot solution is sprayed over the car body. Since the body
shell consists of heavy traces of oil, dust, dirt, burr at the beginning, if it is directly dipped
into the degreasing tank it will result into the wastage of precious degreasing chemicals.
Hence, before degreasing, body shell is pre-washed with low-grade alkaline solution.
2. Degrease 1(Dip) and Degrease 2(Dip)
Degreasing involves removal of oil/grease from the surface. Usually, alkaline degreasing
chemical consists of sodium or potassium salts, surfactants, borates, silicates,
NaOH/KOH/NaCO3 is the prime source of alkalinity surfactants acts as emulsifiers.
Silicates and nitrates are sometimes added to inhibit corrosion. Borates are added as builder
with surfactant to improve the wetting properties. Table 2.1 describes the specifications of
each.

Table 2.1 PT Process - Degreasing bath parameters
Tank Total
Tank Chemicals Temp. Oil
Process Time vol. alkal Pressure
No. used (ºC) content
(kL) i
Ridoline 4045
Spray 24-
(2% W/V) 08-1.5
1 Knock-off 60s 10 32 40-45 4 gm/L
Ridosol 400 kg/ cm2
degreasing mL
(0.2% W/V)
Ridoline 4045
Dip 20-
(2% W/V) 2-4
2 Degrease- 60s 50 26 40-45 4 gm/L
Ridosol 400 kg/ cm2
1 mL
(0.2% W/V)
Ridoline 4045
Dip 20-
(2% W/V) 2-4
3 Degrease- 30s 50 26 40-45 4 gm/L
Ridosol 400 kg/ cm2
2 mL
(0.2% W/V)
2.3.1.2 Activation
The number of crystallisation nuclei or active centres on the metal surface rises as a result
of activation. As a result, there are more phosphate crystals per unit surface area and the
applied layer has a lighter coating. The phosphate process is accelerated by activation
treatment because the surface will be uniformly covered with crystals in less time. For
activation prior to phosphating, aqueous dispersions of Fixodine50 are used. Table 2.2
describes the working parameters of the activation tank.
Table 2.2 PT Process - Activation bath parameters
Tank
Tank Chemical Temp Circulation
Process Time Volume pH
No. used pressure
(kL)
Fixodine50 20-24 1.5-2.5

5 Activation 60s 26 8-9.5
+ RO2 (ºC) kg/ cm2
It is strongly recommended that activator baths be made up using RO water and losses be
compensated with water of the same quality.

2.3.1.3 Phosphating
Low-zinc phosphate is the standard phosphate conversion layer worldwide for processing
metal car bodies. Zinc phosphate solutions typically contain dihydrogen phosphates of zinc,
nickel and manganese and several other compounds in small quantities. The layer forming
compounds are Zn, Ni, Mn compounds, phosphoric acid, and ferrous ion (FeII) from the
steel surface. All other chemicals perform supporting functions such as bath and film
acceleration, oxidation, etching, and stabilization. At Tata Motors, Henkel AG, the leading
chemicals and adhesives manufacturer manages the entire PT bath. Bonderite M Zn 9583,
the leading phosphating chemical from Henkel is a nitrite accelerated tricationic
phosphating process for steel. It generates a fine crystalline coating of manganese and
nickel containing zinc phosphate. The crystalline layer has very good corrosion protection
properties and is an excellent foundation for subsequent paint coating. Additionally,
Neutralizer 5654 is used to reduce the content of free acid in zinc phosphating baths. The
phosphate coating plays an important role in corrosion inhibition and also provides
excellent adhesion to subsequent organic coating. Table 2.3 describes the working
parameters of the phosphating tank.
Table 2.3 PT Process - Phosphate bath parameters
Tank no. 6
Process Phosphating
Time 120s
Tank volume (kL) 90

Chemicals used Bonderite M Zn 958 &Neutralizer 565
Total acidity 16-22 mL
Free acidity 0.6-1 mL
Gas point 3-5
Temperature(ºC) 38-42
Sludge content 4 mL/ ltr.
Coating wt. 2-3 gm/ m3
Circulation Pressure 2.5-3.5 kg/ cm2

2.3.1.4 Rinsing
Rinsing is done to remove degreased chemical solution carried by the surface and later done
over phosphate surface to remove phosphating chemical solutions & sludge carried by the
surface. Table 2.4 describes the rinsing bath parameters.
Table 2.4 PT Process - Rinsing bath parameters
Tank no. 4 7 8 9
Process Dip rinsing Spray rinsing Dip rinsing Dip RCDM
Time 30s 45s 30s 30s
Tank volume (kL) 26 7 26 26
Chemicals used Industrial water RO RO RO
Temperature(ºC) Room temp. Room temp. Room temp. Room temp.
pH - - >5.5 06-Jul
Conductivity 800 μS 500 μS 300 μS <50 μS
Total acidity - 3 mL - -
2-3.5
Pressure 2-3.5 kg/cm2 2-3.5 kg/cm2 2-4 kg/cm2
kg/cm2
2.3.1.5 RoDip Line
TMPV-S uses one of its kind RoDip or Rotating Dip conveyor system where the bodies are
carried through the line by a conveyor in a horizontal line, but are immersed into the tank
with a 180◦ turn, that is, they are turned upside down for treatment in the tank, then turned
again through 180◦ at the exit of the tank to complete a 360◦ turn, and become upright
again. The advantages of the system are low carryover, efficient rinsing, and fewer
immersion marks compared to current horizontal lines. As the phosphate process of steel
results in enormous generation of sludge, there is a risk of sludge sedimentation on

horizontal parts of the car body; this equipment minimizes this phenomenon on visible
defects on horizontal areas.
Fig. 2.14 The RoDip System
2.3.1.6 Electro deposition
The electro coating for automotive application is designed to give as much protection as
possible against corrosion of a completed body construction for cars, trucks, and busses.
Electro coat paints are aqueous dispersions consisting of typical paint ingredients like film
forming agents (resins), pigments, extenders, additives, and some solvents. The dispersion
has to be stabilized by electrostatic forces. Negatively charged paints, normally called
anodic electro coatings or anodic electrodeposition (AED) coatings are deposited at the
anode, positively charged paints, called cathodic electro coatings or cathodic
electrodeposition (CED) coatings at the cathode. To enable the paint to be deposited, the
object must be immersed in a tank filled with the electro coat and connected to a rectifier
as the corresponding electrode. The counter electrode must be immersed at the same time
and a direct charge must be provided by applying sufficient voltage of more than 300V on
the technical scale. Table 2.5 refers to all the parameters related to ED bath which, at Tata
Motors – Sanand, is entirely managed by Kansai Nerolac Paints Ltd.

Table 2.5 CED Process - ED bath parameters
Process Parameter Value

Time 193 s
Tank volume 206 kL
LB 250T/F2 (Resin)
Chemicals used LB 250T/F1 (Pigment)
Acetic acid
Temperature 28-32 ºC
ED bath
Voltage 0-290, 330 V
pH 5.5-6.3
Conductivity 1200 – 1800 μS
CED
ASH 22-26
NVM 16-20%
Circulation pressure 3-4 kg/ cm2
Pump pressure 1-1.5 kg/ cm2
Anolyte
Conductivity 1000 – 1400 μS
pH 5-6
Flux 6500 lit/H
Permeate NVM <0.5
UF membrane pump
4.5-5.5 kg/ cm2
pressure
The main resin, including the cross-linker, makes up 70% of the solid content and defines
therefore most of the properties of the paint and final coating film. The next important
components are the grinding resin, the pigments, and extenders. The nature of the resins
for the electro coating process can vary from natural oils to polybutadiene and polyacrylic
to epoxy, polyester and polyurethane but they all have some functional groups in their
backbone which allows them to become ionic in the presence of neutralizing agents.

2.3.1.7 Final rinsing and filtration
After the application of ED coat, the body needs to be free from foam marks and ED drops,
for which it passes through a spray and dip system where it is cleaned. The bath parameters
of the said system are given in table 2.6.
Table 2.6 CED Process - Cleaning bath parameters
UF 1 UF 2 Re-circulated demineralized (RCDM)

Process
Spray Dip Rinse
Time 55s 65s 65s
Tank no. 7 kL 26 kL 26 kL
Chemicals used
NVM <1.8% <1.8% -

pH 05-Jun 05-Jun 06-Jul
3-4 kg/ 3-4 kg/

Circulation pressure 3-4 kg/ cm2
cm2 cm2
Conductivity - - 100 μS

2.3.2 ED oven, ED inspection and Metal Repair
Almost directly after the final rinsing step in the rinsing zone the body enters the baking
oven. Some ovens use multistage in continuous lines. They consist of an IR (Infra-Red)-
heating zone and two or three stages of convection zones with circulating air. Some only
have circulating air stages. Even the convection ovens in general are not very energy
efficient compared to IR-ovens, but are mandatory for the baking process because of the
complex shape of a car body. Gas- or oil-fired-boilers are normally used for heat generation,
which is then transferred by a heat exchanger to the recirculating oven air. At Tata Motors
– Sanand, we use Propane fired ovens that are divided into 3 zones – Air Seal zone, Heat
up zone and Hold up zone. There are 3 possible outcomes – under bake, even bake and over
bake. To check whether the body is under baked, we carry out the MIBK 10 cycle test
(MIBK – Methyl isobutyl ketone). A clean cotton cloth is slightly dipped in MIBK solution
and then wiped against the ED oven out body, if the cloth retains the greyish colour of the
ED body it means that the body is under baked. Similarly to check whether the body is over
baked we carry out the 100 cut test on the body. While an even bake body will pass the H-
grade pencil test, wherein the H grade pencil is taken across the surface of the body and 1
kg-N force is applied on the surface and if scratch is not observed on the body, it means we
have even ED bake. For an even bake, EMT - 160 °C for 10 minutes (Door Outer panels,
Tail gate outer, Hood outer ) and EMT - 170 °C for 20 minutes (Inner panels & box section)
[EMT = effective mean temperature] is required. The zones and their corresponding
temperatures are given in Table 2.6
Table 2.7 ED oven - Zones and their temperatures
Air Seal Zone 160-200 ºC
Heat Up Zone 1 & 2 200-230 ºC
Hold Up Zone 1, 2 & 3 200-230 ºC

Fig. 2.15 Sealer oven exit
As is usual in the coating technology processes, paints have to blend together to provide a
stress- and defect-free coating result. If defects occur it is not always easy to identify the
source of the problem immediately as related to the process or to the paint. As soon as the
body leaves the ED oven, it is sent to the ED inspection line where it is checked for any
defects and corresponding corrective measures are taken. Few potential defects and their
corrective measures and/ or causes are given in Table 2.7. Heavy dents or other difficult to
repair online damages on the body as well as any part changes are carried out at the metal
repair stations.

Table 2.8 ED inspection – Defects, their sources and some measures
ED inspection
Defect Causes/ Corrective actions/ Preventive measures
 If dirt appears it may be caused by insufficient cleaning
cycles of the conveyor, dirt or other particles in the car
body, broken filters, or paint stability. Typical particles
from the body shop are welding pearls when they are not
completely removed from the body by the cleaning and
pre-treatment processes. Broken filters can be identified
by monitoring the pressure differences between the input
Dirt
and output of the filter cartridges. In these cases the dirt
will decrease, but the cartridge has to be switched off and
the filter bags completely replaced. In cases of heavy dirt
load the filter bags should be replaced to coarser mesh-size
that is >100 μm.
 On line, defect sanding with paper of grit size or by sander
or removal by cutter
 Craters are caused by surface tension differences of

particles with very low surface tensions (<20mNm-1).
After deposition these particles are randomly distributed
in the films. The poor wettability of the electro coat film
Craters
generates a crater by not wetting those particles during
film formation. These compounds can be found
everywhere as lubricants, sealing materials, or for other
purposes in technical manufacturing processes..
 The residual ripple of the rectifiers being too high may be

another reason for rough surfaces. Normally this can be
corrected by adjustment of the rectifier. An application
voltage that is too high and close to the rupture voltage
starts the general deterioration of the surface smoothness
of the electro coat before heavy local defects and ruptures
occur. Correction of bath temperature and voltage to lower
values are often appropriate countermeasures. If rough
Surface roughness
surfaces are to be seen on horizontal surfaces like the hood
and roof, the pigment level may be too high or the paint
may have started to coagulate. The pigment level can be
adjusted immediately by the addition of resin dispersion.
 Roughness can be measured with help of surface
roughness meter and the value of Ra < 0.25. [Ra is the
average of a set of individual measurements of a surfaces
peaks and valleys.]

Table 2.9 ED inspection – Defects, their sources and some measures
 The film thickness and the film thickness distribution on a

complex body for cars are the most important qualities
defining the property of the electro coating.
 Film thickness, better known as Dry Film Thickness or
DFT, is measured using DFT meter which is a probe
based meter that measures the thickness of the electro
Film thickness
coat. DFT value for exterior regions should be minimum
18μ and for interior regions should be minimum 14μ. The
DFT value of the box area should be minimum 8μ.
 If the DFT is not according to the said standards, the body
part must be changed with appropriate part or if the entire
body is found to have low DFT
2.3.3 Sealer processes
Sealant is the elastic filling compound used to water-proof or other purposes applied to the
welded or joint area between the structures including auto body, construction and civil work
vehicles, agricultural vehicles and switchboards. Sealer is applied on the car shells because,
1. They cover the joints of the body, hence preventing the water from entering the
interior zone of the car.
2. Additionally, since they cover the joints, they also provide rust prevention because
the atmospheric air will not be able to enter the gaps and corrosion will not develop.
3. Also, they will provide shock and noise vibration resistance.
4. Bare joints are not at all appealing to human eyes, applying sealer and later painting
the sealer will lead to better aesthetic looks.
Types of sealers used at Tata Motors – Sanand along with their characteristics are shown
in table 2.8. All sealers and adhesives used, are solely supplied by Henkel Adhesives, the
German chemicals and Adhesives Company.

Table 2.10 Sealer line – Types of sealers used at TMPV - Sanand
Application Curing
Sr. No. Sealer Name Color State
method method
Sealer gun used

for application
Purely Liquid
and brush used to Baked from
1 Seam sealer white in and PVC
even the layer of heat
color based
sealer across
joineries
White in Applied with Clay like Baked from

2 Thumb sealer
color hands solid heat
Slimy
Gray in Applied from Baked from
3 Oil sealer and
color bottle heat
liquid
Dark Baked from

4 Underbody sealer applied by robots Liquid
black heat
Slightly
hard on
Grayish Cured only
Applied with touch,
5 Air dry sealer white in in open
hands liquid,
color atmosphere
PU
based
Apart from sealers, melt sheets are also applied on the car body shell. Melt sheets are also
known as Sound deadeners which are NVH reductive materials. They are made up of
Asphalt, Rubber and Thermoplastic composite material. Several types of sheets are
available – normal heat fusible, adhesive with heat fusible, expandable heat fusible (used
at Tata Motors).

Fig. 2.16 Seam sealer in Tigor
White colored seam sealer in Tigor –

zones that are covered and won’t be
visible to customer are brushed while
zones that will be visible have a sealer
Melt sheets in Tigor bead which looks aesthetically better.
Melt sheets in Tigor White colored seam sealer in Tigor –

Melt sheets in Tigor zones that will be visible have a sealer
bead which looks aesthetically better.
Melt sheets in Tigor

Melt sheets in Tigor zones that will be visible have a sealer

Melt sheets in Tigor visible to customer are brushed while

Fig. 2.17 Melt sheets in Tigor
Melt sheets in Tigor visible to customer are brushed while
Oil
sealer
Fig. 2.19 Oiler sealer on front suspension tower
Oil
sealer
Thumb sealer
wheel arch
Fig. 0.21
Sealer
lineThumb
sealer wheel
arch
Fig. 2.20 Thumb sealer

Table 2.11 Sealer line processes and parameters for TMPV-S
Tool/
Sr.
Sealer process Equipment Parameters Value
No.
used
40° - 50° C at the time of
1 Melt Sheets - Temperature application
25 ± 5° C for storage
2 Thumb sealant - - -
Viscosity of 800 - 1400 poise in summer
Floor, firewall
sealer and 600 - 1200 in winter
and spare
Gun nozzle
3 wheel round Sealer gun 0.8mm
diameter
bead seam
Sealer pressure
sealer 150-250 kg/cm2
on line
Fuel housing, Viscosity of 800 - 1400 poise in summer
Tail Lamp and sealer and 600 - 1200 in winter
4 Blade
Firewall Seam
Blade condition No wear & tear on blade
sealer wiping
Door hinge L
Gun nozzle
5 type bead Sealer gun 0.5mm
diameter
application
Sealer pressure
150-250 kg/cm2
on line
Round Bead Viscosity of 800 - 1400 poise in summer
Sealant sealer and 600 - 1200 in winter
Application on Sealer gun Gun nozzle
6 1mm
Roof & BSO and blade diameter
joinery and Sealer pressure
150-250 kg/cm2
Wiping on line
Sealer
Brushing of
7 Brush, Brush size 1 inch
seam sealer
Blade
U type bead
Sealer Gun Gun nozzle
8 application on 0.5mm
& nozzle diameter
tailgate
Sealer pressure
150-250 kg/cm2
on line
WFT 400-600 μ
UBS viscosity 300-600 poise
Sealer pressure
150-300 kg/cm2
Robotic UB Sealer on line
9
PVC sealer Robot R11 = 60-180 bar
Robot sealer R22 = 60-180 bar
pressure R12 = 60-180 bar
R21 = 60-180 bar

Fig. 2.22 Sealer line
2.3.4 Sealer oven
Immediately after the application of UBS, the body is sent into the Sealer oven to cure the
sealer that has been applied over the car body shell. At TMPV-S, we use Propane fired
ovens that are divided into 3 zones – Air Seal zone, Heat up zone and Hold up zone. To
cure the sealers even bake, EMT - 110 °C for 8 minutes [EMT = effective mean
temperature] is required.
Table 2.12 Sealer Oven – Zones and their temperatures
Heat Up Zone 150-185 ºC
Hold Up Zone 150-185 ºC

Fig. 2.23 Sealer oven exit
2.3.5 Sanding line
From the sealer oven, the body shell is sent to the sanding line. The shell is scuffed using
paper of grit size 400-600. Sanding helps improve the adhesion of the paint to the body.
Also, it removes any presence of unwanted materials like dust, sealer or metal burr so that
the proper finish is achieved while painting the shell. After sanding, high power
pneumatic air blowers are used to remove all the sanding particles that are present on the
body. As an additional measure to remove unwanted particles, Tag-o-rag wiping is done
over the entire body. Tack is cotton cloth impregnated with non-drying varnish. A final
inspection is done of the body to ensure no defects are left unattended.
Fig. 2.24 Sanding line

2.3.6 Top-Coat Process
Once the body shell has been scuffed on the sanding line, it is sent for painting inside the
booth. The application of paint is termed as Top Coat. At TMPV-S, Top Coat is a highly
dynamic process that involves application of 3 different coats. Before the painting begins,
air blower is used to remove dust and ensure that body is particle free. Moreover, the
body is wiped with IPA to remove any unwanted materials that are stuck on the body.
Immediately after wiping process is done, the body enters the booth.
2.3.6.1 Top-Coat booth
The top coat booth is a specialized structure designed to optimize the painting process. It is
primarily used for spray painting applications, and some booths are equipped with a baking
feature that rapidly cures the paint, making it more durable against scratches and other
forms of damage. These paint booths can vary in size, with some large enough to
accommodate commercial aircraft and other large vehicles. Maintaining a clean
environment within the paint booth is essential, as even a small amount of contamination
can significantly affect the quality of the final paint job. To ensure a pristine environment,
the doors of the paint booth are always kept closed, and the hoses and paint nozzles are
regularly cleaned and replaced. In addition, the air intake filters must be scrupulously clean,
and the compression system regularly checked to ensure the efficient operation of the paint
booth.
Modern paint booths are typically equipped with advanced air filtration systems that
capture and remove harmful particles and contaminants from the air. This helps to maintain
a clean environment inside the booth and ensures that the paint adheres properly to the
surface being painted. In addition to the air filtration system, some paint booths may also
have temperature and humidity controls that help to optimize the painting conditions. This
is especially important for certain types of paints and coatings that require specific
environmental conditions to properly cure and adhere.
At TMPV-S, entry into the paint booth is restricted to only painters and operators. Everyone
inside the booth is required to wear a complete coverall that covers every part of the body,
including the face, hair, and shoes. The first step upon entering the booth is the application
of primer, which serves as a base layer for the subsequent layers of paint. This primer is
carefully applied using specialized equipment to ensure an even and consistent coat.

2.3.6.2 Primer
Primer or surfacer – provides the bond between the primer coat and clear coat. For the
primer, unlike the clear coat, the functions like body or build, stone chip resistance, and
elasticity are more important than the decorative effect. In this capacity, it supplements the
properties of the overall coating system to provide the automotive industry customer with
a high quality. For making liquid primer surfacers, the following four elements of the
coating formula, namely,
• Binders and resins,

• Pigments and extenders,
• Solvents (VOCs or water), and
• Additives
Application of the primer is the most important feature which ensures uniform coating of
the primer on the body. At TMPV-S, first the primer is applied manually on the internal
zones of the car body shells with help of a pneumatic air gun and then on the outer body by
Robots with bell-cup atomizers. Fig 2.7 and 2.8 show the pneumatic gun nozzle and robo
bell cup atomizer respectively.
Fig. 2.25 Diagram of a pneumatic spray gun used at TMPV-S

High-rotation atomization takes place using high-rotation bells with a diameter of 60–
100mm. The coating is accelerated on the bell plate and is atomized at the outer edge owing
to the generated centrifugal forces. Rotation speeds of 20 000 rpm are standard. High-
performance atomizers can rotate at speeds up to 60 000 rpm.
Fig. 2.26 Diagram of the bell cup atomizer used at TMPV-S

Table 2.13 Top – Coat process – Primer application parameters
Sr. No. Process Parameters Value
Primer flow rate 200-300 m/min
Painting air pressure 5-6 kg/ cm2
Booth air velocity 0.3-0.5 m/s
Interior manual Booth relative humidity 65-75%

1
primer application
Booth temperature 25-30º C
Gun distance 200-250 mm

5μ – 29 nos.
Dust count 10μ – 0 nos.
25μ – 0 nos.
Primer flow rate 100-600 m/min
30000-40000 rpm
Bell cup RPM
Daily = 32000 rpm
Booth relative humidity 65-75 %

Exterior robot
2
primer application Booth temperature 25-30º C
Shaping air 100-400 Nl/min
5μ – 29 nos.
25μ – 0 nos.
5μ – 29 nos.
25μ – 0 nos.
3 Flash off #1 Booth relative humidity 65-75 %
Zone air velocity 0.3- 0.5 m/s

After the exterior primer has been applied, the body enters the flash off zone #1 where the
primer is allowed to settle before the application of the base coat. The body stays in the
flash off zone for 6-8 mins while the primer settles evenly over the surface the car body.
Immediately after leaving the flash off zone, the base coat is now applied over the body
2.3.6.3 Base coat
While pre-treatment and electro coat primer are required for corrosion protection, and
primer surfacer for levelling of structure and stone chip protection, it is the function of the
base coat layer to give colour and durability to the coating system. To protect these
pigments from the environment, a clear coat is applied over the coloured base coat. These
clear coats offer protection from extensive sunlight, scratches, and all types of chemical
attack. There exist three main base coat systems in the paint shops of the automotive
industry worldwide - Medium solids (MS), High Solids (HS) & Waterborne.
At TMPV-S, we use waterborne base coats supplied by two major paint manufacturers –
PPG Asian Paints and Kansai Nerolac Paints. Fig. 2.9 shows the general constituents of the
Base coat. The main binder is typically a partially cross-linked core shell emulsion polymer
based on acrylics and/or polyester. Please note that the actual constituents of the paint may
vary since they are manufactured outside TMPV-S and are not disclosed because of the
confidentiality agreements of the paint manufacturer.
Fig. 2.27 Constituents of base coats

The primary flake refers to the aluminium flakes that are a part of the base coats and are
responsible for the metallic finish of the car body. They are added in form of aluminium
pigments.
Table 2.14 Top – Coat process – Base coat application parameters
Sr.
Process Parameters Value
No.
Paint flow rate 200-300 m/min

Interior Booth relative
manual 65-75%
1 humidity
base coat
application Booth temperature 25-30º C
Gun distance 200-250 mm

5μ – 29 nos.
25μ – 0 nos.
Paint flow rate 50-750 m/min
30000-50000 rpm
Bell cup RPM
Daily = 32000 rpm

Exterior Booth relative
65-75 %
robot base humidity
2
coat
application
Shaping air 100-400 Nl/min

5μ – 29 nos.
25μ – 0 nos.
5μ – 29 nos.
25μ – 0 nos.
Flash off Booth relative
3 65-75 %
#2 humidity

After the application of the base coat and the flash off zone, the final and most important
coat, the clear coat is applied on the body.
2.3.6.4 Clear coat
The clear coat is responsible for the final interaction of the body with atmosphere thus it
has high chip resistance and better corrosion resistance. One component (1K) acrylic
melamine liquid clear coat is the most common technology used in the automotive industry.
It is typically based on combinations of acrylic polyols (Ac) and amino cross-linking agents
(MF, melamine resins). At TMPV-S, liquid clear coats are supplied by BASF and PPG
Asian Paints. Table 2.13 showcases the process parameters of the base coat application
process. Once the clear coat has been allowed to settle in the flash off zone, the body enters
the oven where the solidification of the paint takes place.
Table 2.15 Top – Coat process – Clear coat application parameters
Sr. No. Process Parameters Value

Clear coat flow rate 200-300 m/min
Interior manual Booth relative humidity 65-75%
1 clear coat Booth temperature 25-30º C
application Gun distance 200-250 mm
5μ – 29 nos.
25μ – 0 nos.
Paint flow rate 100 - 1000 m/min
30000-40000 rpm
Bell cup RPM
Daily = 32000 rpm
Exterior robotic Booth relative humidity 65-75 %
2 clear coat Booth temperature 25-30º C
application Shaping air 100-400 Nl/min
5μ – 29 nos.
25μ – 0 nos.
5μ – 29 nos.
25μ – 0 nos.
Booth relative humidity 65-75 %
3 Flash off #3

2.3.6.5 Top-Coat Oven
At TMPV-S, we use Propane fired ovens that are divided into 3 zones – Air Seal zone, Heat
up zone and Hold up zone. To cure the paint, EMT - 140 °C for 18 minutes [EMT =
effective mean temperature] is required. The zones and their corresponding temperatures
are given in Table 2.14.
Table 2.16 Top – Coat process – Paint oven
Heat Up Zone 150-165 ºC
Hold Up Zone 150-185 ºC
Fig. 2.28 Top – coat oven
2.3.7 EOL Quality Inspection
After the car body exits the Top Coat oven, it goes through the Initial Inspection station,
which involves two processes. The first process is the preparation of a history card, which
serves as a physical record of all the defects present on the car body. This card is kept as a
reference in case any customer complaints are received in the future. The second process
involves marking any defects found on both the outer and internal regions of the car body,
as well as on the history card. Figure 3.1 displays an example of a history card for a vehicle.

Ongoing
shift
Internal Ongoing
CQ shift
inspector
Color of
Internal
the body
CQ
inspector
Production
Inspector Color of
stamp Roof QC
the body
stamp by
MQ
External
Production
inspector
Inspector
stamp
stamp Roof QC
stamp by
MQ
Fig. 0.29
History
cardExter
nal
inspector
stamp
CQ OK TAG Fig. 2.30 History card Defect

with TCF marking
manifest
barcode.
1 is stuck on the Fig.
car body and 1 0.31
on history card Finesse
it
ingredie
CQ OK TAG ntsDefe
with TCF ct
Gujarat Technological University
manifest 39 L.D. College ofmarking
Engineering
After completing the Initial Inspection, the car body moves towards polishing lines 1 and
2. During this process, all the defects found in the outer zones are scuffed using sandpaper
with a grit size of 600-800, or a larger size if the defect is significant. Once the sanding is
complete, the area is polished to even out the paint surface. At TMPV-S, we utilize orbital
pneumatic polishers for this task, in combination with 3M Finesse it abrasive, which is a
type of abrasive material. Figure 3.2 provides information about the properties of the 3M
abrasive.
Fig. 2.32 Finesse it ingredients
After going through Polishing lines 1 and 2, the car body proceeds to Touch Up booths 1
and 2, where the internal zones are treated. Typically, the defects found in the internal zones
are more significant in size, and require sandpaper with a grit size of 2000 to remove them.
Due to the fineness of the sandpaper, it may remove the entire layer of top coat,
necessitating manual repainting in most cases. During touch up, only the base coat and clear
coat are applied to the scuffed area, and an additional merging thinner is sprayed to help
match the shade with the neighbouring painted areas. The car body stays in this booth for
the maximum amount of time, as almost all vehicles require some degree of internal rework.
The clear coat and base coat used here have different contents than those used inside the
booth, with additives mixed in small amounts to facilitate faster curing of the paint.
Upon leaving the touch-up booth, the car body enters the final station, known as DIFTR,
which stands for "Do it Right the First Time." The purpose of this station is to ensure that
no defects leave the shop, regardless of the amount of time required to resolve the issue. At
DIFTR, any major defects found in the outer zones are addressed through sanding,
polishing, or touch-up, while any significant internal defects that warrant rejection are
examined. Following evaluation, the CQ operator determines whether the defect can be
resolved on the line or if it requires more than a few minutes to fix, in which case the car
body is sent to the Spot Repair stations for off-line rework of the major defects. After all

checks and rework are completed, the CQ OK TAG, consisting of the TCF manifest
barcode and the chassis number or VIN (Vehicle Identification Number), is applied to both
the car body and the history card. This signifies the end of the QC stations, and after filling
in the cavity wax, the car body is kept inside the Painted Body Storage (PBS) before being
sent for final assembly in the TCF shop.

Team ID - 29977 CHAPTER 3 – PAINT DEFECTS
CHAPTER 3 – PAINT DEFECTS
3.1 DEFECTS IN PAINTED BODY
In the following sections, there is detailed information about various defects observed in
the painted car shells, their potential sources, and control plans executed for each defect.
The most significant contributing defect in all of the painted car bodies is dust. Following
this, the second major defect observed in the paint shop is sealer contamination, followed
by metal dust, metal chips, metal burrs, rundown, thin paint, and other defects.
3.1.1 Dust
Dust is the most common and significant defect observed in the paint shop. Despite various
preventive measures, dust continues to be the highest contributing factor in defects in
painted car bodies at TMPV-S.
The primary source of dust contamination in painted car bodies is the air circulating in the
paint shop. Factors such as improper ventilation, air conditioning, and air filtration systems
can lead to an increase in dust accumulation. Additionally, poor cleaning of vehicles before
entering the top-coat is one of the major factors contributing to dust.
To control dust contamination, various measures can be taken. One of the most effective
methods is the use of an air filtration system, which can remove dust particles from the air
circulating in the paint booth. The filters should be regularly cleaned or replaced to ensure
maximum efficiency.
Another preventive measure is maintaining cleanliness in the paint booth. Regular cleaning
of surfaces, floors, and equipment can significantly reduce the amount of dust present in
the paint booth. Furthermore, the use of tack cloths can remove any residual dust from the
car body shells before painting. It is crucial to identify and address the potential sources of
dust contamination in the paint shop. Conducting regular audits and inspections can help
pinpoint areas that need improvement. Regular maintenance of equipment and proper
storage of materials can also prevent dust accumulation. In conclusion, dust remains a
significant challenge in the paint shop for car body shells. However, by implementing
effective preventive measures and identifying potential sources of contamination, it is
possible to reduce the incidence of dust-related defects.

Below are some figures showcasing dust at various locations on car body shells.
Fig. 3.1 Dust on hood
Fig. 3.2 Dust on hood
Fig. 3.3 Dust near B pillar
Fig. 3.4 Dust on A pillar

Table 3.1 is a summary of all potential sources of dust that were discovered during the
initial stages of the analysis of the project. The analysis was done by spending several hours
daily at each process stations.
Table 3.1 Potential sources of dust
Process Reason for dust

Incoming BIW Presence of excess metal burr on body
Excess levels of Phosphate sludge content

PT/ CED
Inadequate Spray pressure
Sanding without proper blowing of air

Sanding
IPA not wiped over entire body
Paint kitchen Cartridge filters not changed frequently enough
Booth Draft pressure not maintained
Air Velocity not maintained

Manual gun not regularly cleaned
Robot thinner flushing problem
Top Coat
Tac-o-rag not done over entire body
Robot covers not changed for long time
Torn and worn out hand gloves being used
Lint free cleaning cloth not changed
Presence of atmospheric particles in oven due to poor

maintenance
Polishing Touch up gun not cleaned

3.1.2 Sealer Contamination and Sealer Miss/ Gaps
Sealer contamination and sealer gaps or misses are significant defects observed in the paint
shop for car body shells. Sealer is a crucial component in the painting process, as it acts as
a barrier between the metal and paint, preventing corrosion and lower levels of NVH.
Sealer contamination can occur due to several factors, such as improper cleaning of the
surface before sealer application, inappropriate application of the sealer, operator
application mistake, improper sealer wiping and brushing, etc.
Sealer gaps or misses occur when the sealer is not applied uniformly or is applied
inconsistently. This can lead to areas without sealer, which can lead to corrosion and issues
related to EBHS (see chapter 5). Sealer gaps or misses can occur due to various factors,
such as improper application techniques, equipment malfunctions, or inadequate sealer
coverage. Conducting regular inspections and audits can help identify any gaps or misses
in the sealer and allow for timely corrections.
In conclusion, sealer contamination and gaps or misses can lead to significant defects in the
finished product. By implementing preventive measures such as proper cleaning and
preparation, adequate mixing and application, and regular inspections and audits, it is
possible to prevent these defects and ensure a high-quality finished product.
Standardised application of sealer is important to ensure that rust doesn’t develop in the
body, NVH levels are under control and EBHS value is low which helps in better cabin
conditions. Below are some figures showcasing the defects related to sealer.
Fig. 3.6 Sealer miss on engine tie joint – probable

Fig. 3.5 Teroson Tape bubble point of rust development.

Fig. 3.7 Sealer lumps
Fig. 3.8 Tailgate gas balancer bracket sealer

contamination
Fig.3.10 Body shop structural sealant

Fig. 3.9 Shabby sealant

As part of the preliminary analysis of sealer defects, following potential sources were
identified. Table 3.2 describes the sources in detail.
Table 3.2 Potential sources of sealant defects
Sr. no Sealant defects Probable reasons

Excess structural sealant between joints results in
expansion of sealant when passing through paint
shop ovens resulting in contamination of other
surfaces
1 BIW sealants
Excess foam ( mastic sealant ) breaks off from the
application area and gets stuck on other zones of the
body
Inadequate heat due to oven inconsistencies results

2 Sealant bubbles in trapped air to blow out from the sealer developing
bubbles
Inconsistent sealer viscosity might lead to excess

sealer
3 Sealant lumps High sealant pressures leads to excess sealer
Sealer gun nozzle damage or choked might result in

excess sealer
High sealant pressures might cause sealer bead to

deviate
4 Shabby sealant
Sealer gun nozzle being choked might result in
inaesthetic sealer bead
Presence of metal burr on weld spots causes sealant

5 Sealant wrinkle
bumps
Improper sealer brushing and wiping resulting in

presence of sealer on other zones of the body
6 Sealer contamination
Poor inspection by sealer MQ team members
Scuffing miss of sealer present on other zones of the
body at sanding line

3.1.3 BIW metal related defects
Body in white (BIW) related defects such as metal dust, metal burr, metal chips, zinc
primer, and all weld shop sealants contamination – mastic sealant, hem sealant and
structural sealant can be significant challenges in the paint shop for car body shells. These
defects can lead to various paint defects such as adhesion failure, corrosion, appearance
defects, tape damages, etc. Sharp metal chips and burr can cause mild to serious injuries
among workers of the paint and assembly shop. Hence it is of utmost important to ensure
that the body is BIW defect free even before it enters the PT/ ED tanks. However lack of
knowledge, insufficient training and poor skill development of pre-loading station workers
allows these defects to be present on the body even during the painting process. Therefore
it becomes the responsibility of painted body quality inspectors to identify and remove
these defects.
Metal dust, metal burr, and metal chips can occur during the metal forming process and
metal joining processes. More than 4000 spot welds are done to join a single car metal
body. These can easily result in burrs, chips and dust. It is the responsibility of BIW quality
inspectors to not allow these defects into the paint shop. Unfortunately, poor inspection and
lethargy among team members are the reasons for these defects to enter in the paint shop
Zinc primer is a critical layer applied to car body shells to prevent corrosion. Brackets of
balancer rods, door hinges, tail gate/ trunk lid hinges are locations where zinc primer is
applied. Most of the times, excess primer is applied causing it to overflow and rundown on
other body parts. Again, poor inspection by BIW inspectors allows the excess primer to
pass the QC stations. Additionally there is no method of removing primer even at the PT
loading station and hence the primer is present in the painted car body. Proper application
techniques, including mixing, temperature control, and application consistency, can prevent
these defects.
All weld shop sealants can also cause contamination if not applied correctly. If the sealant
is not mixed or applied correctly, it can lead to adhesion failure, corrosion, or appearance
defects. Proper application techniques, including surface preparation, mixing, and
application consistency, can prevent these defects.
To prevent these BIW related defects, various measures can be taken. Conducting regular
inspections and audits can help identify potential sources of contamination, allowing for
timely corrective action. Proper training and maintenance of equipment can ensure

consistent and accurate application of materials. Additionally, implementing best practices

for cleaning and surface preparation can prevent the accumulation of metal particles on the
car body shells. Below table describes the analysis of BIW related defects and their
presence in painted car bodies. The following data is collected only after the bodies enters
the paint shop. Hence the reasons do not include the causes of defect generation.
Table 3.3 Potential reasons for BIW defects
Sr. no BIW defects Probable reasons

Carelessness and lethargy of workers on
1 Metal burr, chips and dust PT loading line leading to non-removal of
such defects
Lack of awareness among workers and/or
presence of new workers on line
2 Zinc primer contamination Requires removing several levels of
coatings which is time consuming and
hence not cleared
Due to excess sealer application, when the

body passes through oven, it will lead to
melting and overflow of the sealers on to
BIW sealers – mastic, other zones of the body
3
structural & hem
Workers feel the need to address other
defects compared to these defects and
hence leave them out
Fig. 3.12 Weld spatter on engine tie member Fig. 3.11 Metal burr on door aperture

Fig. 3.13 BIW black sealer spill
Fig. 3.14 Metal wire
Fig. 3.15 Zinc primer contamination
Fig. 3.16 Zinc primer contamination

3.1.4 Thin Paint
Thin paint is another significant defect observed in painted car body shells. It occurs when
the paint is applied in a thin layer, resulting in poor coverage and appearance defects. Thin
paint can be caused by various factors, such as improper application techniques, insufficient
paint viscosity, or inadequate paint thickness.
To prevent thin paint, proper paint application techniques must be followed. The use of the
correct paint application equipment and settings, including spray pressure and atomization,
can ensure a consistent and even paint application. The paint viscosity must also be
appropriate for the application method to prevent the paint from being too thin.
Additionally, the paint thickness must be adequate to provide proper coverage and
appearance.
Rigorous inspections and audits can help identify any areas with thin paint and allow for
timely corrections. If thin paint is detected, it can be corrected by applying additional paint
layers to achieve the required thickness and coverage. It is essential to ensure that the
additional layers of paint do not cause other defects such as runs, drips, or sagging.
In conclusion, thin paint is a common defect observed in painted car body shells that can
lead to appearance defects and reduced quality. Proper paint application techniques,
including equipment and settings, paint viscosity, and thickness, can prevent this defect.
Table 3.4 Potential reasons for Thin Paint
Sr. No. Process or locations Potential reasons
Paint quality being improper

Paint & Thinner
1.
Quality Slow/fast evaporation of paint due to over addition
of additives
Paint Viscosity is less than required

2. Paint Kitchen
Paint Electrical resistivity lower than required
Lack of skills and insufficient knowledge about the

painting zones
3. Surfacer & Top Coat
Choked robot bell cup or paint hose

Thin paint is a defect not easily visible from one position. The worker has to navigate
around the car body and observe from various angles in order to detect less paint (thin paint)
Fig. 3.19 Thin Paint
Fig. 3.17 Thin Paint due to C/C miss

3.1.5 Rundown
Rundown is a common defect observed in painted car body shells that occurs when the
paint is applied too thickly in certain areas, resulting in visible runs or sags. This defect can
occur when the application equipment is not properly adjusted or when the painter fails to
apply the paint in a consistent manner.
Rundown can have significant negative impacts on the appearance of the painted surface
and can result in reduced quality. It is particularly noticeable in areas with high visibility,
such as the body sides, doors, and hood.
To prevent rundown, it is crucial to follow proper paint application techniques, including

the use of appropriate spray pressure and atomization settings. Additionally, the paint
thickness must be adequate to provide proper coverage and appearance without being too
thick. The use of too much paint in a single coat can result in runs and sags.
Regular inspections and audits can help identify areas with rundown and allow for timely
corrective action. If rundown is detected, it can be corrected by carefully sanding and
smoothing the affected area before applying additional layers of paint. It is essential to
ensure that the additional layers of paint do not cause other defects such as overspray,
orange peel, or paint popping.
Proper training and maintenance of equipment, as well as adherence to best practices for
surface preparation and application techniques, are critical to prevent rundown. Painters
must also ensure that they apply the paint in a consistent and even manner to avoid thick
paint build up in specific areas.
In conclusion, rundown is a common defect observed in painted car body shells that can
have significant negative impacts on appearance and quality. By implementing preventive
measures such as proper training and maintenance of equipment, adherence to best
practices, and regular inspections and audits, it is possible to prevent this defect and ensure
a high-quality finished product. Timely corrective action is essential if rundown is detected
to prevent further defects and ensure a consistent appearance.

Table 3.5 Potential Reasons for Rundown
Sr.
Process Potential Reasons
no.
Paint Viscosity failure as per Ford Cup
test
1 Paint kitchen Kitchen temperature more than 35ºC
Paint circulation pressure not in range of
6-8 kg/ cm2
Booth Temp is more than 30ºC
2 Top Coat booth Booth Humidity is more than 75%
Painter mistake leading to excess paint
Fig. 3.21 Tailgate inside rundown
Fig. 3.22 C pillar rundown
Fig. 3.23 Door inside rundown

3.1.6 Other defects
Defects like overspray, wet paint, touch mark, orange peel, and paint popping are common
defects observed in painted car body shells. These defects can have various causes,
including improper application techniques, inadequate surface preparation, or equipment
malfunction.
Overspray occurs when paint is applied beyond the intended area, resulting in unwanted
paint coverage. It can lead to appearance defects and reduced quality. Overspray can be
prevented by proper masking and the use of suitable application techniques and equipment.
Wet paint is another defect that can occur when the paint is not allowed to dry properly
before handling. It can lead to touch marks and appearance defects. To prevent wet paint,
the appropriate drying time should be allowed before handling, and proper application
techniques should be followed.
Touch marks can occur when the painted surface is touched before the paint is fully cured,
resulting in appearance defects. Proper drying time and handling techniques can prevent
touch marks.
Orange peel is a defect wherein the body surface appears like the peel of an orange. It can
be caused by various factors, such as improper application techniques, inadequate surface
preparation or low paint viscosity. Proper surface preparation and application techniques,
including spray pressure and atomization, can prevent orange peel.
Paint popping occurs when air or moisture gets trapped beneath the paint, causing bubbles
or blisters to form on the painted surface. It can be caused by various factors, such as
inadequate surface preparation, improper paint mixing, or equipment malfunction. Proper
surface preparation, paint mixing, and application techniques can prevent paint popping.
To prevent these defects, proper training and maintenance of equipment, as well as

adherence to best practices for surface preparation and application techniques, are crucial.
Regular inspections and audits can also help identify potential sources of defects, allowing
for timely corrective action.
In conclusion, overspray, wet paint, touch mark, orange peel, and paint popping are
common defects observed in painted car body shells that can lead to appearance defects
finished product.

Fig. 3.24 Wet paint inside tailgate near rear mirror
Fig. 3.25 Paint popping on hood
Fig. 3.27 Overspray on sill panel

Fig. 3.26 Overspray sill panel
Fig. 3.28 Touch mark on door inside

Table 3.6 Below table describes the probable reasons for these defects.
Sr. No. Defect Reason
Insufficient viscosity
1 Orange
Basecoat not dry enough before application of clear coat.
This can be due to excess humidity or lower booth
temperature
Always found in the interior zones of the body where

2 Overspray manual paint application is done. Thus can be attributed to
painter mistake or manual gun dysfunctionality
Due to less heat received from the oven over a certain zone,
3 Wet Paint
the paint does not dry and looks sticky or wet
When painter places hand on freshly sprayed paint, whether

inside booth or during rework, it can lead to touch marks
4 Touch mark
and they can become severe to attend to in case the hands
are dirty or contain foreign materials.
5 Popping Presence of air or moisture in the paint leads to popping

3.2 DEFECT TRENDS
The quality of the painted body is not only checked in the Paint Shop but also at other
locations to ensure that no appearance related defects are left unattended. The body is
inspected at following stations after the paint shop,
1. Canopy (TCF) – Once the body has been fully assembled, it undergoes several
tests to ensure that the fully assembled car is functioning as per the required
standards. The final test in these series of tests is the shower leakage test where
high pressure water jet stream is sprayed over the entire body and presence of
water inside the body is checked for. Once this test is completed the body
undergoes rigorous inspection for an appearance related defects. The station after
shower test is called Canopy Inspection & rectification.
2. CARE (TCF) – Once inspected, the body is sent to CARE from Canopy. CARE or
Customer Acceptance review and Evaluation is the station where the body is again
inspected for appearance defects as per the customer and dealer complaints.
3. PDI (TMLD) – Once the body is completely inspected and cleared from CARE, it
is sent to Pre-delivery Inspection or PDI station located inside the TMLD yard
where the body is inspected for the last time before dispatching to the dealers.
At all of these stations, the number of vehicles found with defects and the total vehicles
inspected are used to calculate the PPH (Parts per hundred) which can also be called as the
percentage of the vehicles found with defects. Based on the PPH, one can make decisions
whether the defects are under control or not. Higher PPH indicates that more number of
vehicles are being off lined due to rework. If the number keeps on increasing, it will lead
to lower delivery turnover rates, resulting in customer product deliveries. Hence it is the
responsibility of Paint CQ team to ensure following stations receive less vehicles with
defects.
Below are some graphs that depict the trends of defects present in these stations before
control measures were taken.

Fig. 3.29 Overall defects in NCI
Fig. 3.30 Defect wise breakup in NCI
Based on the analysis and data collected control measures were initiated for dust, sealer
contamination, thin paint and other defects. The next section describes the measures taken
and the subsequent section shows the trend after the measures were properly executed.

3.3 CONTROL PLAN/ MEASURES FOR MAJOR DEFECTS
The control measures developed laid more emphasis on creating strategies that allowed for
better formation of team members across the shop and ensuring their presence at all
CTQ (Critical to Quality) check points. The section will cover the major defects and the
plan executed to control them. This section also has combined strategies to control all the
types of defects, irrespective of whether they are highly detected or rarely detected. The
aim of our team was to execute an all-round strategy that allows minimum defects to pass
through the paint shop.
3.3.1 Dust
Table 3.7 The measures taken against the reasons detected are collected in the two tables below.
Reason for
Process Actions taken
dust
Compulsory removing all metal chips & burr at PT

Presence of loading station. WIS updated with the same. A CQ team
Incoming
excess metal member is now placed to check whether all metal defects
BIW
burr on body are removed or not and finally stamped by the team
member
Excess levels
Reason under evaluation with Henkel supplier quality
of Phosphate
team
sludge content
PT/ CED All spray lines to be compulsory cleaned every Sunday
Inadequate
and inspection of the same to be done by CQ supervisor
Spray
next day. All auxiliary systems to be checked every
pressure
Sunday and any repairs to be executed immediately
Sanding
without Special manpower allotted on sanding line for air blowing
proper which was not present earlier
blowing of air
Sanding
IPA not wiped Special manpower allotted on sanding line for IPA wiping
over entire which was not present earlier. A CQ team member
body validates the entire body before sending for painting.

Reason for
Process Actions taken
dust
Cartridge
filters not
Paint Maintenance team to change filters every alternate Sunday
changed
kitchen and report to published for CQ supervisor on Monday
frequently
enough
Booth Draft
pressure not Reason under evaluation with Maintenance team
maintained
Air Velocity
not Reason under evaluation with Maintenance team
maintained
Manual gun
not regularly Daily cleaning of manual gun after each shift ends
cleaned
Robot thinner
flushing Reason under evaluation with Maintenance team
problem
Tac-o-rag not
done over Tack wiping additional manpower allotted
entire body
Top Coat Robot covers
not changed No longer an issue
for long time
Torn and
worn out hand
New hand gloves to be issued everyday by CQ team
gloves being
used
Lint free
cleaning cloth New cloth to be issued everyday by CQ team
not changed
Presence of
atmospheric
particles in
Reason under evaluation with Maintenance team
oven due to
poor
maintenance
Touch up gun
Polishing Daily cleaning of gun after each shift ends
not cleaned

3.3.2 Sealer Contamination
Table 3.8 The measures taken to control sealer contamination against the problems faced are given in two tables
below
Sr. no Sealant defects Probable reasons Actions taken

Excess structural sealant Introduced immediate
between joints results in feedback mechanism
expansion of sealant when wherein excess sealers from
passing through paint shop BIW are instantly reported
ovens resulting in back to BIW CQ team.
contamination of other However if the defect has
surfaces already entered Paint Shop,
1 BIW sealants
it is removed along with all
Excess foam ( mastic sealant other BIW defects like metal
) breaks off from the dust, chips or burr at PT
application area and gets loading stations and then
stuck on other zones of the validated by a CQ team
body member that is newly
stationed there.
This is still under evaluation
but a major step taken is the
Inadequate heat due to oven
reduction of sealer applied
inconsistencies results in
Sealant per car from 600 gms to
2 trapped air to blow out from
bubbles around 350 gms resulting in
the sealer developing
even sealer application
bubbles
which allows sufficient heat
to cure the sealant
Inconsistent sealer viscosity
Under evaluation
might lead to excess sealer
High sealant pressures leads
Under evaluation
3 Sealant lumps to excess sealer
Sealer gun nozzle damage or
Weekly cleaning of nozzle to
choked might result in
be validated by CQ team
excess sealer member
This does not seem to be a
High sealant pressures might
major reason contributing to
cause sealer bead to deviate
the problem
4 Shabby sealant
Sealer gun nozzle being Weekly cleaning of nozzle to
choked might result in be validated by CQ team
inaesthetic sealer bead member
Presence of metal burr on
Removal of metal burr
5 Sealant wrinkle weld spots causes sealant
initiated at PT loading
bumps

A new CQ team member

Improper sealer brushing
stationed for sealer
and wiping resulting in
inspection and any extra
presence of sealer on other
sealer to be removed by
zones of the body
sealer team
MQ team to compulsory
Poor inspection by sealer
stamp each vehicle with
MQ team members
Sealer sealant ok stamps
6
contamination A CQ team member is
now allotted on Sanding
line to check that all
Scuffing miss of sealer
sealer contaminations
present on other zones of
have been removed by the
the body at sanding line
Sanding team and then
provide validation for the
same

3.3.3 BIW metal related defects
Table 3.9 The following table describe the measures taken to address the defects related to BIW shop.
Sr. no. BIW defects Probable reasons Actions taken
Additional manpower
allotted to remove all
Carelessness and
metal related defects
lethargy of workers on
Metal burr, chips and Also, a new manpower
1 PT loading line leading
dust from CQ team allotted to
to non-removal of such
inspect the body and
defects
validate before the PT
process
One point lesson created

Lack of awareness
for knowledge of
among workers and/or
workers about zinc
presence of new workers
primer locations and
on line
examples of spill offs
Zinc primer
2
contamination Requires removing
Sanding paper of 120
several levels of
grit size and cutters now
coatings which is time
provided for removal of
consuming and hence
zinc primer
not done by workers
Due to excess sealer

application, when the Application volume to
body passes through be maintained by BIW
oven, it will lead to team. If enters paint
melting and overflow of shop to be removed from
BIW sealers – the sealers on to other the body
3 mastic, structural & zones of the body
hem
Workers feel the need
to address other defects Evaluating the reason
compared to these but currently doesn’t
defects and hence leave seem to impact much
them out

3.3.4 Thin Paint
Thin paint leads to poor appearance and disappoints the customer.

Table 3.10 Following table shows the measures taken for thin paint
Process or
Sr. No. Potential reasons Measures taken
locations
Paint quality being

Reason under evaluation
improper
Paint &
1 Thinner
Slow/fast
Quality
evaporation of paint
Reason under evaluation
due to over addition
of additives
Ford cup test frequency increased to

Paint Viscosity is 3 times a day from once a day
less than required resulting in better calibration of the
viscosity
Paint
2
Kitchen
Paint Electrical This has not been a major concern
resistivity lower than and regular monitoring of electrical
required resistivity is done as usual
Many times workers used to forget

the painting certain zone of a body.
To avoid this, a quick visual check
Lack of skills and
has been initiated by a dedicated
insufficient
manpower inside the booth. In case
knowledge about the
of missed paint the line is
Surfacer & painting zones
3 immediately paused and once the
Top Coat
paint is applied to the zone, the line is
released.
Choked robot bell Weekly maintenance of robots and

cup or paint hose inspection by CQ supervisor

3.3.5 Rundown
Table 3.11 Describes the measures taken for rundown
Sr.
Process Potential Reasons Measures taken
no.
Paint Viscosity Ford cup test frequency increased to 3

failure as per Ford times a day from once a day and failures
Cup test are treated immediately
Air conditioning units of the kitchen are

Kitchen
fully upgraded to modern technology
1 Paint kitchen temperature more
and temperature sensors installed to
than 35ºC
monitor any changes
Paint circulation
pressure not in
Pumps repaired and regularly inspected
range of 6-8 kg/
cm2
Booth ventilation and chilling units to be

Booth Temp is
regularly maintained and inspected by
more than 30ºC
CQ supervisor and supplier
Booth Humidity is
Humidity under control
more than 75%
Top Coat
2
booth
To avoid this, a quick visual check has

been initiated by a dedicated manpower
Painter mistake
inside the booth. In case of missed paint
leading to excess
the line is immediately paused and once
paint
the paint is applied to the zone, the line
is released.

3.4 LATEST TRENDS OF THE DEFECTS
As of April, the presence of defects at next inspection stations has drastically reduced. Our
measures have shown a reduction of nearly 28% in the defects detected by other quality
stations. Strategies are currently being brainstormed to increase the time spent on inspection
of each body from 5 mins to 10 or 12 mins while increasing or at least maintaining the
current production rates.
Fig. 3.30 Overall defect PPH for NCI
Fig. 3.31 PPH breakup of top 3 defects

Team ID - 29977 CHAPTER 4 – CONCLUSION OF THE PROJECT
CHAPTER 4 – CONCLUSION OF THE PROJECT
In conclusion, the project involved a comprehensive analysis of the paint processes in the
automotive industry, with a focus on identifying potential sources of defects and
implementing defect reduction strategies. Through analysis, I gained a good understanding
of the chemical processes involved in pre-treatment and cathodic electro deposition, as well
as the working principles of the three propane-based starter plug equipped ovens used in
the painting process.
I also learned about the various types of sealers used in the industry, including seam, oiler,
thumb, air dry, and underbody black sealer, and the importance of proper sanding
methodologies. The painting process itself was thoroughly examined, and I identified
several potential sources of defects, such as dust, sealer contamination, thin paint, and
others including overspray, wet paint, touch mark, orange peel, paint popping, and
rundown.
To address these defects, the Paint CQ team under my suggestions implemented a variety
of defect reduction strategies, focusing specifically on dust, sealer contamination, BIW
metal-related defects, thin paint, and rundown. Through our efforts, we were able to reduce
the number of defects detected by the next customer in-house or the next internal checking
stations by 28%, a significant improvement that reflects the effectiveness of our strategies.
Going forward, we plan to continue refining our approach, with a focus on increasing
inspection time per body while maintaining current production rates.
Overall, our project highlights the significance of continuous improvement in the painting
process, particularly when it comes to quality control and defect reduction. By taking a
systematic approach to analysing and addressing potential sources of defects, we were able
to significantly improve the quality of our painted car body shells.

Team ID - 29977 CHAPTER 5 – LEARNING OUTCOMES OF THE INTERNSHIP
CHAPTER 5 – LEARNING OUTCOMES OF THE

INTERNSHIP
During my tenure at Tata Motors Passenger Vehicles - Sanand Plant, I faced a range of
challenges that provided me with invaluable learning experiences. Initially, I felt
uncomfortable and uncertain, but I was able to adapt quickly and learn as much as possible.
Some of the most significant outcomes of my internship are:
1. Fast Learning: I learned the importance of learning as quickly as possible and not wasting
time, as this can lead to a loss of quality.
2. Importance of Asking Questions: I realized that asking questions is crucial for gaining a
better understanding of a process or a project, and it helps to clear up doubts and improve
performance.
3. Deeper Understanding of Processes: By spending several days at a single process, I

gained a deeper understanding of the process and learned more about the parameters
involved.
4. Analysis and Improvement of Defects: I conducted an analysis of each defect and

identified potential sources of defects, which led to valuable suggestions and improvements
in the painted body.
5. Teamwork and Collaboration: Managing and supervising the CQ team taught me the
importance of teamwork and collaboration, especially in a work environment where
everyone's contribution is crucial to achieving success.
6. Technical and Managerial Skills: The internship provided me with a mixed bag of
technical and managerial skills, which will be valuable in my future career endeavors.
7. Data and Feedback Analysis: The importance of data and feedback in any project or
process was a crucial learning outcome of my internship.
Overall, my internship at TMPV-S was filled with ups and downs, but the experience
provided me with a range of learning outcomes that will be invaluable in my future
endeavours.

Team ID - 29977 REFERENCES
REFERENCES
1. Streitberger, H. J., & Dössel, K. F. (2008). Automotive Paints and Coatings. (Wiley,
2008). doi:10.1002/9783527622375.
2. Sheet, T. D. BONDERITE M-AC 50 CF. 0–1

https://tds.henkel.com/tds5/Studio/ShowPDF/?pid=BONDERITE M-AC 50
CF&format=MTR&subformat=BOND&language=EN&plant=WERCS&authoriza
tion=2 (2022).
3. Mu, B. M. et al. Bonderite M-Zn 958 mu. (2016).
4. M-ad, B. Bonderite m-ad 565. (2015).

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Developing a comprehensive approach to analyze and reduce

ePOD defects in the automotive painting process

In partial fulfilment for the award of the degree of

L.D. College of Engineering,

Gujarat Technological University,

entitled “Developing a comprehensive approach to analyse and reduce

been carried out by Nakul Y. Patel under my guidance in partial fulfilment

for the degree of Bachelor of Engineering in Mechanical Engineering 8th

Semester of Gujarat Technological University, Ahmadabad during the

academic year 2022-23.

Faculty Guide Head of Department

Mechanical Engineering Department

L.D. College of Engineering,

Project entitled “Developing a comprehensive approach to analyse and

shells” submitted in partial fulfilment for the degree of Bachelor of

Engineering in Mechanical Engineering to Gujarat Technological University,

Ahmedabad, is a bonafide record of original project work carried out by me at

Gujarat Technological University i L.D. College of Engineering

snippets from his tenure with the company.

period. Moreover, I extend my sincere thanks to Mr. Jasmin Panchal,

opportunity and recruiting me as intern with the company.

industry has been my biggest motivation.

Gujarat Technological University ii L.D. College of Engineering

The project aims to develop a comprehensive quality management strategy

Keywords = automotive painting, 3C-1B process, ePOD, paint defects,

Gujarat Technological University iii L.D. College of Engineering

Fig. 1.1 Tata Altroz ............................................................................................................ 4

Gujarat Technological University iv L.D. College of Engineering

Fig. 3.8 Tailgate gas balancer bracket sealer contamination ........................................... 46

Gujarat Technological University v L.D. College of Engineering

Table 2.1 PT Process - Degreasing bath parameters........................................................ 15

Gujarat Technological University vi L.D. College of Engineering

TMPS-S Tata Motors Passenger Vehicles – Sanand Plant

Gujarat Technological University vii L.D. College of Engineering

Gujarat Technological University viii L.D. College of Engineering

Gujarat Technological University ix L.D. College of Engineering

CHAPTER 1 – OVERVIEW OF THE COMPANY

1.1ABOUT TATA MOTORS

Tata Motors Limited is an Indian multinational automotive manufacturing company,

Gujarat Technological University 1 L.D. College of Engineering

1.2 MANUFACTURING FACILITIES ACROSS INDIA

3. LUCKNOW: Tata Motors Lucknow (TML-Lucknow) is an important production

Gujarat Technological University 2 L.D. College of Engineering

6. DHARWAD: TATA Motor’s Dharwad Plant, located on Pune Bangalore highway

Gujarat Technological University 3 L.D. College of Engineering

1.3 PRODUCTS OF TATA MOTORS PASSENGER VEHICLES LTD.

Fig. 1.2 Tata Tiago Fig. 1.3 Tata Punch

Fig. 1.3 Tata Punch

Fig. 1.3 Tata Punch

Fig. 1.3 Tata Punch

Fig. 1.4 Tata Tigor

Gujarat Technological University 4 Fig. 1.3

Fig. 1.5 Tata safari

Fig. 1.6 Tata Harrier

Gujarat Technological University 5 L.D. College of Engineering

1.4 SANAND PLANT LAYOUT

Sheet metal is converted to different parts of the

The car body metal parts from Press shop are

The body shell from the BIW shop is