Substrate Identification Booklet with QR codes

4291 Diploma in Accident Repair paint Principles. 

Substrate Identification 

A ferrous metal is a metal that contains iron, and it is the iron in steel 

and the alloys of steel that causes it to go rusty (corrode). These metals 

are also magnetic. 

Non-ferrous metals are metals that do not contain iron, so although they 

will still corrode they do not go the rusty colour associated with ferrous 

metals. The corrosive action on each non-ferrous metal will affect each 

in a different way. 

All steels contain iron and come under the category of ferrous metals. It 

is these metals that for years have been the main material for car 

manufacturers; however they are being replaced nowadays by other, 

stronger, metals. 

The main metal for car body panels has been Low Carbon Steel (LCS). It 

is this metal that the body repairer has been able to repair with great 

success. This is much more difficult nowadays due to the stronger and 

tougher alloyed steels known as High Strength Steel (HSS), high 

strength low alloy steels (HSLA’s) or, more recently, Boron. 

It is still important however for the body repairer to have an 

understanding of carbon steels. When steel is manufactured there are 

many different grades of steel, much depending on the carbon content. 

The higher the carbon the harder the steel becomes. 

Identify types of substrate and surface coatings. 

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Bill Milestone


Carbon steel: 

Carbon steel is a metal alloy, a combination of two main elements iron and 

carbon. There are other elements present but the quantities are too 

small to affect the properties of this material. As the carbon content 

rises the metal becomes harder and stronger but less ductile and more 

difficult to weld. Higher carbon content lowers steel's melting point and 

its temperature resistance in general. It also becomes malleable when 

heated, and therefore can be forged into different shapes. 

Low Carbon Steel or mild steel is the most common form of steel as its 

price is relatively low while it provides properties that are acceptable for 

many applications in the automotive industry. Mild steel has a low carbon 

content of up to 0.25% and is therefore neither extremely brittle nor 

ductile. It is often used where large amounts of steel are needed to be 

formed, for example vehicle body panels as it is cheap and malleable. 

As low carbon steel is relevantly soft, manganese is often added to 

improve the hardness of low carbon steel. Car body panels have only very 

low carbon. A maximum of 0.25% and it is impossible to harden or 

temper. When heated the metal changes colour. From straw to blue, then 

red, then yellow, and when it passes white it melts at approximately 1450 

to 1500 o C making it very hot indeed. It has been used to manufacture 

cars for years as it has the following properties: 

 

 

 

 

 

Tough, ductile and malleable 

Good all round tensile strength 

Can be hot and cold formed 

It is easily welded by Resistance spot, Oxy-acetylene and MIG 

welding 

It cannot be hardened by heating and quenching. 


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Bill Milestone


Medium Carbon Steels have between a quarter of one percent (0.25%) to 

one half percent (0.55%) carbon. It is stronger and harder than low 

carbon steel and can be heat treated to improve its strength. It is used 

to make chain wheels, crankshafts, connecting rods, front axle beams, 

push rods, gears and transmissions shafts although again it is rarely used 

on its own without more modern alloy steels. 

High Carbon Steel has a carbon content between 0.50% to 1.5% carbon 

and is very strong but is not so ductile as medium or low carbon steel. It 

can be heat treated and used to be the main metal for making springs, 

axles, gears, and components that require higher hardness and wear 

resistance. Steel is heat-treated which allows parts to be fabricated in 

an easily- malleable soft state. If enough carbon is present, the alloy can 

be tempered to increase strength, wear, and impact resistance. However 

high carbon steels have now been replaced by various alloyed steels. 

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Bill Milestone


Aluminium: 

Aluminium has the advantage of strength yet is about a third of the 

weight of steel. The downside of aluminium, and its various alloys, is that 

it can be in the region of five times the price of steel. However, its light 

weight and resistance to corrosion make it a popular choice particularly 

for use as interior and exterior trim items. 

Aluminium is a soft, lightweight, malleable metal with appearance ranging 

from silvery to dull grey, depending on the surface roughness. Aluminium 

is remarked for its ability to resist corrosion and for its light weight. 

Structural components made from aluminium and its alloys are vital to the 

aerospace industry and very important in other areas of transportation 

and building. Corrosion resistance is excellent due to a thin surface layer 

of aluminium oxide that forms when the metal is exposed to air, 

effectively preventing further oxidation. The strongest aluminium alloys 

are less corrosion resistant due to galvanic reactions with alloyed copper. 

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Bill Milestone


Self Assessment: 

In groups of two and three, work through these questions on substrates, 

if you get stuck use your notes to refresh your memory. These questions 

are to assess your OWN knowledge of substrates. If you feel unsure let 

your lecturer know so they can help you to understand. 

1) What is the percentage of carbon content in low carbon steel? 

2) What are the two materials needed to make steel? 

3) What are the benefits of low carbon steel? 

4) Why does aluminium have excellent corrosion resistance? 

5) What are the benefits of aluminium? 


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Bill Milestone


Electro-coating: 

Coated Surfaces 

The process is also called ELECTRO DEPOSITION. Electro deposition is 

a method of using electrical current to deposit organic paint onto a metal 

surface, or what is commonly called E-coating. E-coating is based on the 

fundamental physics principle that opposites attract. The metal parts 

are charged with direct current and then immersed in a bath that has 

oppositely charged paint particles in it. This allows every corner, crack, 

and crevice to have a continuous even coating over the entire surface of 

the part. The direct current is controlled to allow the paint solids to 

build up to the desired film thickness. Once the part builds up the 

desired thickness it then acts as an insulator to stop the deposition 

process. This process allows for a very controlled application of paint 

solids for a uniformed surface coating with typical discrepancy of only 0.1 

- 0.02 mil. 

What are the Advantages of Electro-coating? 

The major advantages are environmental and economic, a few of which 

include: 

 

 

 

 

 

The ability to coat complex surfaces evenly. 

Maximize performance and minimize costs. 

Elimination of drips, runs, and sages. 

Hazardous Air Pollutants levels are very low. 

There is a minimal amount of solid waste. The waste itself is 

considered non-hazardous and to have low environmental impact. 


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Clean system does not require disposable suits, respirators, and 

other costly environmental safety. 

 

This extremely high efficiency rate translates into lower operation 

costs 

 

A single employee can often manage an electro-coat paint system. 

Labour costs are dramatically reduced by eliminating the need for 

multiple painters, mixers and technicians. 

 

Pre-assembly of products is possible since total substrate coverage 

is accomplished during application. This can lower reject rates by 

eliminating the need for duplicating, mixing or re-handling of 

components. 

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Bill Milestone


PRE-TREATMENT: 

The pre-treatment section is where the 

metal surface is cleaned and phosphated 

to prepare part for electro-coating. 

Cleaning and phosphating are essential in 

achieving the performance requirements 

desired by the end user. Iron and zinc 

phosphate are the most common 

materials used in the pre-treatment 

systems. Both spray and immersion 

stages can be utilized in this section. 

ELECTRO-COAT BATH: 

The electro-coat bath consists of 

80% - 90% water and 10% - 20% 

paint solids. The water acts as the 

carrier for the paint solids that are 

under constant agitation. The paint 

solids consist of resin and pigment. 

Resin is the backbone of the final 

paint film and provides the corrosion 

protection, durability, and toughness 

of the finish. Pigments are used to 

provide the colour and gloss. 


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Bill Milestone


POST RINSE: 

During the electro-coat process, paint 

is applied to the part at a controlled 

film thickness, and regulated by the 

amount of voltage applied to the part. 

Once the coating reaches the desired 

film thickness, the paint solids begin 

to insulate the part and the coating 

process slows down. As the part exits 

the bath, paint solids cling to the 

surface and have to be rinsed off to 

maintain efficiency and aesthetics. 

The excess paint solids are called 

“drag out” or “cream coat”. 

BAKE OVEN: 

After exiting the post rinses the 

coated part which enters the bake 

oven. The bake oven cross-links and 

cures the paint film to assure 

maximum performance properties are 

achieved. Bake temperatures range 

from 85°C to 204°C based upon the 

requirements of the paint that is 

used. 


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Bill Milestone


OEM (Original Equipment Manufacturer) Finishers: 

The OEM (Original Equipment Manufacturer) finishers on today’s vehicles 

are either “thermo-setting” acrylic enamel, high-solid basecoat and 

clearcoat enamels or water-based low emission paints. The difference 

between OEM clearcoat and a refinishing clear is how they are activated 

and dried. In a refinishing situation the clearcoat can be air-dried and 

harden on its own. In an assembly line situation, this would be much too 

time consuming. On the assembly line, the vehicles must be painted, dried 

and onto the next assembly step in a relatively short period of time 

therefore the paints chemical makeup is totally different. There are 

basically two types of OEM clearcoat systems. The first is 1K or 

melamine; the second is 2K or polyurethane. 

1K MELAMINE: In any type of paint system there must be activation, or 

something that starts the drying and curing process. With 1K melamine 

clear, the activation is started by a baking process. It is activated or 

cross-linked by temperature. This type of system is baked at a very high 

temperature, typically 265-285 F for about 20-30 minutes. 

2K POLYURETHANE: In a polyurethane system, it is a two component 

clearcoat that is more of a chemical reaction and is accelerated by heat. 

The activation starts when the two components are mixed together at 

the sprayer where they are precisely blended, before the paint is 

atomized and sprayed on the vehicle. This system is baked at lower 

temperatures, typically 140-165 degrees for about 30-40 minutes 

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Bill Milestone







1) Write down two other names for Electro-coating! 

2) How is the paint applied to the substrate in Electro-coating? 

3) What do the baking temperatures range from with Electro-coating? 

4) What does the abbreviation OEM stand for? 

5) Why do we need OEM paint systems and refinishing paint systems? 


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Bill Milestone


Pre-Primed Panels: 

These panels can come with two different types of primers. E-coating 

this is where the metal panels are charged with direct current and then 

immersed in a bath that has oppositely charged paint partials in it. This 

allows every corner, crack, and crevice to have a continuous even coating 

over the entire surface of the panel. Transport Primer this is a 1K 

primer that has no etching or adhesive qualities. The only purpose of this 

primer is to protect the panel from corrosion whilst being stored or 

transported to the body-shop. It is necessary for all of this primer to be 

removed and replaced with an acid etch primer before applying any 

foundation or topcoats. A simple test to identify the type of pre-primed 

panel is a solvent test. Use a solvent impregnated cloth to wipe over the 

substrate, if the primer reacts, softens and wipes off, this identifies it 

as Transport primer and as such must be removed. 


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Bill Milestone


Zinc Coated Steel: 

All model vehicles are now constructed mainly from zinc coated steels. 

Zinc coatings provide excellent corrosion resistance in most atmospheres. 

Widely used to protect motor vehicle products ranging from vehicle 

chassis and structural body shells, to nuts and bolts. The zinc is usually 

electroplated onto the steel because this gives a smoother coating than 

can be obtained if the steel is simply dipped into hot zinc. 

Hot dip galvanizing: Individual steel components or fabrications are 

chemically cleaned by acid to remove rust before being immersed in a 

bath of molten zinc at a temperature of about 450°C. As the steel is 

withdrawn, a layer of molten zinc remains on the surface. 

Zinc plating (Electro-galvanizing): The zinc coating is electro-deposited 

onto prepared steel from a solution of zinc salts. The metal parts are 

charged with direct current and then immersed in a bath that has 

oppositely charged zinc particles in it. This allows every corner, crack, 

and crevice to have a continuous even coating over the entire surface of 

the part. 

Zinc-rich paints: These are paints in which very high levels of fine zinc 

dust have been incorporated. Zinc dust paints can be applied to any rust 

and scale-free steel surface by brushing, spraying or dipping. They are 

mainly used to protect car bodies and also to repair damage areas where a 

zinc layer has been removed. 

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Bill Milestone


Repaired panels: 

The ability to identify a repaired substrate can sometimes be easy and 

other time’s is extremely difficult. Understanding what the substrate is 

made from or what materials have been used, will change the preparation 

procedures needed. Most refinishing involves filling, priming and painting 

onto existing paint coatings so it is important to know something about 

the type of substrate you are working on. There are three main aspects 

to consider: 

 

 

The type of finish material already on the surface. 

The condition of that finish and the substrate below, and the 

depth of the coatings. 

 

The material on the vehicle will determine which type of finish or 

sealing coat should be applied if complete stripping is not an option. 

This can be carried out by a solvent test. A small piece of cloth is soaked 

in cellulose thinner and wiped across a part of the body that will be 

sanded down: 

 

 

Immediate dissolving indicates a cellulose finish. 

Slow dissolving after a short, covered soak indicates that it is 

probably a thermoplastic acrylic. 

 

No reaction means that the paint is a two-pack acrylic or 

equivalent. 

Thermoplastic acrylics must be treated particularly carefully because the 

finish can reflow when heated, as well as being affected by some 

solvents. 

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Bill Milestone


It may also be necessary to check for the presence of a clear coat, 

particularly on metallic finishes. Dark, solid colours are also often clear 

coated to preserve their appearance and add depth. There are two tests 

that may be used. 

 

Taking some shavings from the surface with a very sharp blade is 

one. If the shavings are white, it is a clear over base. 

 

Alternatively, rub the surface with a burnishing compound. Colour 

will be removed if it is solid colour. If the cloth does not discolour 

it is a clear over base. 

The depth of paint film will also determine how the repair is undertaken. 

Most paint makers are unhappy with finishes that exceed between 250 

microns and 350 microns in total depth. Most car factories produce 

finishes ranging between 80 and 120 microns. A typical repair process is 

likely to add between 40 and 80 microns. If the panel has already been 

repainted, the paint depth could already be in the region of 200 microns. 

It may be considered worthwhile in such a case to reduce all the paint to 

a depth suitable for the new coatings. 


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Bill Milestone







1) Write down two different types of primers on pre-primed panels! 

2) What is the purpose of Transport Primer? 

3) Name three different methods of coating steel with zinc. 

4) What is another word for zinc coated steel? 

5) How do you carry out a solvent test? 


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Bill Milestone


Powder coating: 

Powder coating is a dry finishing process, using finely ground particles of 

pigment and resin which are electro-statically charged and sprayed onto a 

part to be coated. The main difference between a conventional liquid 

paint and a powder coating is that the powder coating does not require a 

solvent to keep the binder and pigment parts in a liquid suspension form. 

The parts to be coated are electrically grounded (earthed) so that the 

charged powder particles projected at them adhere to the parts and are 

held there until melted and fused into a smooth coating in the curing 

oven. This results in a uniform, durable, high quality and attractive finish. 

The Powder Coating process offers another advantage – it’s 

environmentally friendly. The colour selection is virtually unlimited with 

high and low gloss, metallic and clear finishes available. Texture 

selections range from smooth surfaces to a wrinkle or matte finish, and 

rough textures. It is usually used to create a hard finish that is tougher 

than conventional paint. Powder coating is mainly used for coating of 

metals, such as steal, aluminium, and automobile and bicycle parts. 


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Bill Milestone


The curing process, called cross-linking, requires a certain degree of 

temperature for a certain length of time in order to reach full cure and 

establish the full film properties for which the material was designed. 

Normally the powders cure at 200°C in 10 minutes. The curing schedule 

could vary according to the manufacturer's specifications. 

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Aftermarket finishers: 

Custom painting can involve using multiple colours, metal flake paints, 

multilayer masking, and special spraying techniques to produce a 

personalised look. Multicolour stripes, flames, murals, and other artwork 

can be added to the finish. Custom painting requires considerable talent, 

skill, and knowledge. You need to plan the custom job carefully. This will 

let you determine how to mask and spray or apply each colour. Custom 

painters are good at using airbrushes, striping tools, and masking 

materials. Before custom painting, make sure the base finish is in good 

condition. You do not want to waste your time trying to paint over a 

weathered or problem finish 

There are a number of different aftermarket finishers that you need to 

take into account before repairing an aftermarket finish: 

Stencils and images. 

Flames. 

Metal flake finishers. 

Polly chromatic finishers. 

Marbleisation. 


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Bill Milestone


Airbrushing: this is an artistic 

approach often using stencils and 

using multiple colours to achieve 

detail art work. 

Painted flames are a custom 

painting technique often used on 

“hot rods”. Different shades of 

red and yellow are used to give a 

realistic look. 

Metal flake is best described as 

large flakes added to the clear 

coat to give a glitter affect. They 

are made from ultra fine 

polyester, which makes the flakes 

light and easy to use. 

Pinstripe two tone effects: this 

technique splits the car into two 

different colours and is often 

highlighted with a vinyl or hand 

painted strip. 


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Bill Milestone



With the new skills and knowledge you have gained, work in groups of two 

and three, to identify the substrates provided. Use the identification test 

to also identify the surface coatings. If you get stuck, use your notes to 

refresh your memory. These tests are to assess your OWN knowledge of 

substrates identification. If you feel unsure let your lecturer know so they 

can help you to understand. 

Substrate:……………….…………………………. 

Substrate A 

Test used:…………………………………………… 

Surface coating:………………………………… 

Test used:…………………………………………… 


Substrate B 

Test used:………………………………………….. 


Test used:…………………………………………… 


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Bill Milestone



Substrate C 

Test used:………………………………………….. 


Test used:…………………………………………… 


Test used:………………………………………….. 

Substrate D 


Test used:…………………………………………… 


Test used:………………………………………….. 

Substrate E 


Test used:…………………………………………… 


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Bill Milestone


Plastic Panels 

Plastic materials are produced synthetically from raw materials like mineral 

oil, natural gas, coal, lime, air and water. They are organic materials usually 

carbon compounds and are very light in weight they have very poor thermal 

conductivity and high electrical resistance. The working properties of 

plastics are varied and depend on the type and the specific material. They 

can be hard or soft, brittle or tough have excellent elastic properties and 

generally low tensile strength. They are not electrically or thermally 

conductive and many are resistant to acids. 

Thermoplastic and Thermosetting plastic, the molecular structures of 

these two types of plastic are different. Thermo-plastics can be softened 

by the application of heat and reformed or shaped many times over. 

Thermo-setting plastic, when set form a chemical reaction and make this 

material set once and for all. Once it is set, it cannot be reformed or 

shaped as the re-application of heat only damages or destroys it. 

When considering the repair of plastic materials, is it important to note that 

only thermoplastic materials are able to be welded as this category has the 

capacity to be softened, and joined by heat. Different repair techniques are 

used in the repair of thermosetting plastics, for example, the use of resins 

and filling agents to join the plastic. A simple test can be used to find out 

which type of plastic you are working on. Using a razor blade, cut a thin 

slither of plastic on an unseen part of the substrate, if the slither begins to 


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curl, it is thermoplastic and if it cuts straight and is brittle, it is thermosetting. 

The use of plastics has grown significantly during recent years and many 

components, even body structures, are now made from certain plastic 

materials. One of their main attributes is the ability to be easily formed. 

There are a number of alternative variants in this: 

 

 

 

 

 

Compression moulding 

Injection moulding 

Extrusion moulding 

Blow moulding 

Vacuum forming 

Other attributes of using plastics to make motor vehicle parts are as 

follows: 

 

 

 

 

 

 

 

 

Weight saving where fuel consumption can be reduced. 

Improved resistance to corrosion 

Attractive appearance 

Less noise than steel panels 

Durability 

Low component cost with ease of creating assemblies 

Greater design scope 

Better active and passive safety for occupants and pedestrians due to 

their impact-absorbing properties 

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Bill Milestone


Fabrication of Plastics 

Extrusion: Using this processing it is possible to produce a wide range of 

different forms of plastic, such as tubes, sheets and films, structural parts, 

etc. Plastic pellets are placed in a feed hopper which feeds into the system. 

A turning screw pushes the plastic into the barrel where heaters increase 

the temperature and a melted polymer is obtained. The melted plastic is 

forced through a shaping die. Depending on the particular shape of this 

element, a continuous shape is formed and pulled out of the extrusion 

machine. Solidification occurs by cooling 

Compression molding:This is a similar process to extrusion. In compression 

molding, plastic pellets, sometimes called molding powder, are placed in the 

feed hopper and pushed to the gate by the action of the turning screw. It is 

heated and compressed while it passes through the barrel. After the gate, 

the molten charge is quickly transferred to a press where it is molded while 

still hot. The part is removed after sufficient cooling. 


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Bill Milestone


Injection molding: Plastic pellets flow, due to gravity, from the feed hopper 

onto a turning screw. They are converted into a melted plastic by the action 

of heaters situated along the barrel. The screw moves the molten plastic 

forward, forcing the plastic through a gate into the cooled mould. The mould 

is opened once the plastic has solidified and the piece is pushed from the 

mould by automatic ejector pins. After we get the manufactured piece, the 

mould is closed and clamped and the process begins again. 

Blow molding Plastic grocery bags, bottles and similar items are made using 

this processing. As in compression processing, plastic pellets are melted and 

the plastic is forced through a gate into the blow pin camera. The plastic 

substance is expanded and cooled by being made to flow around a massive air 

bubble. After a few seconds, the mould is opened and the manufactured 

product is ready. 


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Bill Milestone


Vacuum forming is a popular deforming process. It works by removing air, 

thereby creating a vacuum underneath a soft and flexible thermoplastic 

sheet and allowing atmospheric pressure to push the plastic down onto a 

mould. The vacuum forming process may start with a ‘blow’ that stretches 

the plastic or it may be started by raising the mould, on the plate, to create 

a draping form. On some machines a combination of these processes is used. 

The aim is always to create a high definition outcome without any excessive 

thinning having taken place. 


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Bill Milestone


Glass reinforced plastic: 

Fibre-glass or GRP (glass 

reinforced plastic), is a composite 

material made of glass fibres and 

plastic polyester resins. The glass 

fibres bring high tensile 

(stretchable/flexible) strength to 

this product. The plastic provides 

the opposite quality of strong 

compressive strength (to support 

heavy loads). Such a combination 

makes fibre-glass a truly 

remarkable production material. 

Fibre-glass has a wide spectrum of 

properties these include: 

 

 

 

 

 

 

 

High tensile and compressive 

strength. 

Fire resistant. 

Un-reactive to chemicals. 

Insulator to heat, 

electricity and sound. 

Hard and smooth surface. 

Impervious to water. 

Easily moulded with long 

lasting colour. 


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Bill Milestone


The strength and enhanced protection is achieved by including chopped 

strand glass matting and acid resistant glass flakes during different 

stages of its application. They have a high strength to weight ratio, 

excellent impact. Unlike metals, GRP is weatherproof and virtually 

maintenance free, thus it is well suited for external applications as it will 

not corrode. GRP Glass reinforced plastic is not used much nowadays but 

there are many vehicles on the road using panels made of plastic resin and 

glass fibres. 

Peugeot 206 Complete Modified Bonnet (One piece GRP). 

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28 

Bill Milestone


Flexible plastics: 

Flexible plastic components have 

been developed to be pedestrian 

friendly and to limit damage to a 

vehicle involving low impact 

crashes. The most common 

example of this is a front bumper 

as most accidents involving 

pedestrians are at low speed, and 

with a flexible bumper the 

pedestrian has more chance of 

walking away from the accident. 

Modern Renaults has flexible 

plastic front wings which have a 

plastic built in memory and as 

such limits damage to them. 

Rigid plastics: 

Rigid plastic components have 

been developed for structural 

parts of a vehicle where the 

mould-ability and strength for 

complex shapes is needed. 

Examples of this are headlight 

housings, accelerator pedals and 

door handles. 


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Bill Milestone


Textured and smooth surface plastics: 

Textured and smooth surface plastic components have been developed for 

there aesthetic appearance. The texture, or lack of it, is incorporated into 

the plastic moulding process and a number of different finishes can be 

achieved. A textured finish is normally applied to components that are not 

going to be painted; the texture is the finished surface. Smooth finishers 

are often painted to match the vehicles colour; i.e. colour coated bumpers. 

Due to the poor adhesion qualities of plastic on both flexible and ridged 

finishes, a plastic primer must be used. Also, a flex agent can be added that 

allows primers and colours to flex or bend without cracking. 


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In groups of two and three, work through these questions on plastics, if you 

get stuck, use your notes to refresh your memory. These questions are to 

assess your OWN knowledge of plastics. If you feel unsure let your 

lecturer know so they can help you to understand. 

1) What’s the difference between thermoplastic & thermosetting plastic? 

2) Name two methods of plastic fabrication used? 

3) What does the abbreviation GRP stand for? 

4) Give two benefits of using GRP? 

5) Why do we use flexible plastics for the front bumper? 


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With the new skills and knowledge you have gained, work in groups of two 

and three, to identify the plastic substrates provided. If you get stuck, use 

your notes to refresh your memory. These tests are to assess your OWN 

knowledge of plastic substrates identification. If you feel unsure let your 

lecturer know so they can help you to understand. 


Substrate A 

Test used:…………………………………………… 

Result from test:……………………………… 

....................…………………………………………… 


Substrate B 

Test used:…………………………………………… 


....................…………………………………………… 


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Bill Milestone



Substrate C 

Test used:…………………………………………… 


....................…………………………………………… 


Substrate D 

Test used:…………………………………………… 


....................…………………………………………… 


Substrate E 

Test used:…………………………………………… 


....................…………………………………………… 


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Bill Milestone


Summary 

On the completion of identifying types of substrate, and surface coatings 

task book, you should be aware of: 

 

Ferrous and Non-ferrous 

metals. 

 

Surface coating. 

 

Plastic substrates. 

 

Plastic fabrication. 

 

Substrate identification 

tests. 

 

Surface coating 

identification tests. 


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Bill Milestone

Substrate Identification Booklet with QR codes

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