steering wheel OPEL 1900 1973 Owner's Manual

FRONT SUSPENSION3A- 17Torque values must be used as specified during reas-
sembly to assure proper retention of these parts.1. Attach lower control arm to front spring eye.
Torque bolts to 18
lb.ft.2. Install spring compressor on spring and compress
spring to appropriate length.
3. Raise jack with spring compressor, spring and
control arm assembly into position under the car.
4. Install lower ball joints and torque nuts to 54
Ib.ft.Install new cotter pin.
5. Attach lower control arms to frame cross member
using new lock nuts.
6. Attach both shock absorbers. Torque bolts to 30
lb.ft.7. Remove spring compressor.
8. Install front wheels.
On replacement of the damper bushings on the front
springs, only the one-part damper bushing is in-
stalled for either the two-leaf or three-leaf spring.
For proper location of the marking lugs, see Figure3A-26.
Installation (Opel 1900. Manta)
CAUTION: Fasteners are important attachingparts in
that they
co&d affect the performance of vital com-
ponents and systems, and/or could result in major
repair expense. They must be replaced with one of
the same part number or with an equivalent part, if
replacement becomes necessary. Do not use a re-
placement part of
lesser quality or substitute design.
Torque values must be used as specified
during reas-
sembly to assure proper retention of these parts.1. Properly seat spring between lower control arm
and cross member.
2. Raise jack and place lower control into position.CROSS SECTION
SA-26Fig. 3A-26 Front Spring Damper Bushing.
3. Attach lower control ball joint to steering knuckle
and torque nut to 54
lb.ft.4. Tighten lower control arm to cross member bolt
to 43 lb.ft.
5. Attach stabilizer bar to cross member to body
support.
6. Install shock absorber and torque lower attaching
nut and bolt to 30
lb.ft.7. Install nuts on upper shock absorber attaching
studs. Tighten nuts until a distance from top of nut
to stud is approximately
l/2 inch.
8. Install front wheels and tighten nuts to 65
lb.ft.9. Remove stands and lower car.
SPECIFICATIONSBOLT TORQUE AND FRONT END ALIGNMENT

3A- 161973 OPEL SERVICE MANUAL
SPECIFICATIONS
Torque Specifications
Use a reliable torque wrench to tighten all parts listed to insure proper
tightness without straining or distorting parts. These specifications are for
clean and lightly-lubricated threads only; dry or dirty threads produce in-
creased friction which prevents accurate maasurement of tightness.
LocationFront Suspension Crossmember to Front Frame
Clamp, Steering Mast to Steering Mast Flange
(GT)
........................................................................................
Clamp, Steering Mast to Steering Mast Flange(1900
-Manta)..................................................................
Clamp,UpperUniversalJoint(GT)..................................Clamp, Lower Universal Joint (GT)
..................................
WheelNuts............................................................................Lower Control Arm Shaft to Lower Control Arm
..........Lower Control Arm Ball Joint to Steering Knuckle
......Upper Control Arm Ball Joint to Steering Knuckle
(GT)........................................................................................Upper Control Arm Ball Joint to Steering Knuckle
(1 900 Manta)
..................................................................Upper Control Arm Ball Joint to Upper Control Arm
ShockAbsorbertoLowerControlArm..........................Steering Arm to Steering Knuckle (1900
- Manta)......
Brake Backing Plate or Brake Disc Shield andSteering Arm to Steering Knuckle
(GTJ
Hex Head Bolt M 10......Hex Head Bolt M 8
......
Brake Backing Plate to Steering Knuckle(1900 Manta)
..................................................................
Brake Caliper to Steering Knuckle.................................
Lower Control Arm to Front Spring Eye (GT)................
Brake Disc to Front Wheel Hub........................................Upper Control Arm to Crossmember (1900
- MantajLower Control Arm to Crossmember (1900
- Manta)
Steering Gear Housing to Front Suspension
Crossmember (GT)
............................................................
Steering Gear Housing to Front SuspensionCrossmember (1900
- Manta)........................................Stabilizer Bar to Lower Control Arm
(Opel 1900
- Manta)........................................................Tie Rod Clamp Bolts
(GTJ....................................................
CastleNut,TieRodtoSteeringArm..............................Upper Control Arm Shaft to Shock Absorber Support
and Upper Control Arm (GT)
..........................................
CrossMember to
BodySupport Attachment................
FrontSuspensionAssemblytoFrame............................Front End Alignment Specifications
Torque
Lb.Ft.36
1522
14
22
6540
5429
ii30
5847
18
58
72
1836
40
43
1830
87
:i33
58
47ModelCaster’
Camber”1900‘3
l/2-6 l/2GT
3+1-:%+*Permissible deviation from left to right wheel
- Max. 1’.
Toe-In”Min.-Max.
l/8-3/ 16
l/32-1/8Outer Wheel
When Inner
Wheel at 20
19
l/418
l/2

3C-22 1973 OPEL SERVICE MANUAL.
FRONT END ALIGNMENT
CONTENTS
SubjectPage No.
DESCRIPTION AND OPERATION:
FrontWheelAlignment
. . . . . . . . . . . . . . . . . . . . . . ..“...........................DIAGNOSIS: (Not Applicable)
MAINTENANCE AND ADJUSTMENTS:
Inspection Before Checking Front Wheel Alignment
AdjustingCaster
. . . . . . . . ...’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Adjusting Camber
. . . . . . . . . . . . . . . . . . . . . . . . . . * . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Adjusting Toe-In
. . . . . . . . . . . . . . * . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .King Pin Inclination
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAJOR REPAIR: (Not Applicable)
SPECIFICATIONS:3C-223C-223C-233C-253C-253C-26
Wheel Alignment Specifications
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3C-26
DESCRIPTION AND OPERATIONFRONT WHEEL ALIGNMENT
Wheel alignment is the mechanics of adjusting the
position of the front wheels in order to attain the
least steering effort with a minimal amount of tire
wear.handling, but require only reasonable accuracy to
provide normal tire life. With the type of front sus-
pension used, the toe-in adjustment is much more
important than caster and camber are as far as tire
wear is concerned.
Correct alignment of the chassis is essential to proper
alignment of front and rear wheels. Briefly, the es-
sentials are that the frame must be square in plain
view within specified limits, that the top and bottom
surfaces of the front cross member must be parallel
fore and aft, and that the upper and lower control
arm must be at correct location in respect to shafts
and the front cross member. All bushings, ball joints
and bolts must be of proper torque and in usable
condition.Caster and camber adjustments need not be consid-
ered unless visual inspection shows these settings to
be out, or unless the car gives poor handling on the
road. In the majority of cases, services consisting of
inflating tires to specified pressure and interchanging
tires at recommended intervals, balancing all wheels
and tires, adjusting steering gear and setting toe-in
correctly will provide more improvement in car han-
dling and tire wear than will other front end align-
ment adjustments.
Wheel and tire balance has an important effect on
steering and tire wear. If wheels and tires are out of
balance, “shimmy” or “tramp” may develop or tires
may wear unevenly and give the erroneous impres-
sion that the wheels are not in proper alignment. For
this reason, the wheel and tire assemblies should be
known to be in proper balance before assuming that
wheels are out of alignment.The correct use of accurate front end alignment
equipment is essential to determine whether front
suspension parts have been damaged by shock or
accident, and to obtain correct alignment settings
after new parts have been installed.
MAINTENANCE AND ADJUSTMENTS
Inspection Before Checking Front Wheel AlignmentClose limits on caster, front wheel camber, andBefore making any adjustment affecting caster, cam-
theoretical king pin inclination are beneficial to carber, toe-in, theoretical king pin inclination, or
steer-

FRONT END ALIGNMENT 3C-25
Figure 3C-6 Adjusting Toe-In (GT)ADJUSTING CAMBER
Camber is adjusted by turning the upper ball jointflange 180 degrees. This means that only two possi-
ble camber adjustments can be made. At the factory
camber is set at the smallest possible positive camber
setting for GT and smallest possible negative camber
for Opel
1900 - Manta. Rotating the flange will make
camber more positive on GT and more negative on
Opel
1900 - Manta.
1. Raise front end of car using wood block on jack
to prevent damage to front cross member.
2. Support car below lower control arm and remove
front wheel on side to be adjusted.
3. Remove ball joint from upper control arm and
front steering knuckle.
4. Lift upper control arm and turn the ball joint
flange through 180 degrees.
5. First tighten both ball joint attaching bolts on
upper control arm and then the ball stud castle nut.
Torque to 29 ft. lbs. on GT and 44
ft.lbs. on Opel
1900 - Manta. Install new cotter pin.
6. Install front wheel and torque wheel nuts to 72
lb.ft. on GT and 75 Ib.ft. on Opel 1900 - Manta.
7. Recheck camber.
ADJUSTING TOE-IN
(GT)Toe-in is adjusted by rotating the tie rod sleeves.
Refer to Figure
3C-6.1. Recheck caster and camber before proceeding
with toe-in adjustment. If correct, adjust toe-in.2. Set wormshaft and ball nut to steering gear high
point by turning steering wheel half way from one
stop to the other, noticing the following:
(a) With the steering wheel hub button removed, the
“marking” on the steering shaft end should be in a
horizontal position.
(b) The steering wheel spokes should also be in a
centered position.
3. Remove wire clamps on left and right tie rod and
push back bellows.
4. Loosen clamp bolts and tie rods. See Figure
3C-4.5. The toe-in should be
l/32” - l/8”.When adjusting toe-in, never grip tie rod on inner
ball stud joint. To avoid ball stud resting against
inside of hole in tie rod outer end, center outer end
of each tie rod to the ball stud.
6. Pull bellows over tie rods and attach with wire
clamps. The bellows must not be twisted and wire
ends must show towards steering gear adjusting
screw opening.
7. Torque clamp bolts to 12
Ib.ft.8. After toe-in adjustment, turn steering wheel sev-
eral times completely towards the left and right to
determine whether bellows are properly attached to
the tie rods and steering gear housing.
ADJUSTING TOE-IN (OPEL 1900. MANTA)
The adjustment of the toe-in has always to be carried
out on both tie rods.

3C-26 1973 OPEL SERVICE MANUAL
1. Loosen lock nut of left and right tie rod and
slacken back nut.
2. Remove hose clamp for rubber bellows attach-
ment from respective axial joint and adjust toe-in by
turning axial joint. When doing this, observe that the
rubber bellows, having a tight seat on thejoint, is not
twisted. If necessary, lubricate seat of bellows and
hold back bellows when turning. See Figure 3C-7.Figure
3C-7 Adjusting Toe-In Opel 1900 Manta
3. Toe-in should be l/S”
- 3/16”.
4. Torque lock nut of left and right tie rod to 47
ft.lbs.5. Attach respective rubber bellows with hose clamp,
making sure that clamp bolt points towards the
front. The rubber bellows must not be twisted, i.e.,
SpecificationsFRONT END ALIGNMENTthe individual grooves of bellows must be in vertical
position.
6. After adjustment, turn steering several times to the
left and right to determine if a proper attachment of
both rubber bellows to the steering gear housing is
warranted.
CHECKING THEORETICAL KING PIN
INCLINATION
When checking theoretical king pin inclination, car
must be on a level surface, both transversely and fore
and aft, must have trim heights within limits, and
must be at curb load.
With camber known to be within specitied limits,
theoretical king pin inclination should check to 8.5
degrees for Opel 1900
- Manta, and 6 degrees for GT.
If camber is incorrect beyond limits of adjustment
and theoretical king pin inclination is correct, or
nearly so, a bent steering knuckle is indicated.
There is no adjustment for theoretical king pin incli-
nation as this factor depends on the accuracy of the
fronts suspension parts. Distorted parts should be re-
placed with new parts.
The practice of heating and bending front suspension
parts to correct errors must be avoided as this may
produce soft spots in the metal in which fatigue and
breakage may develop in service.
MODELCASTER
’CAMBER ’TOE-INOUTER WHEEL
MIN.. MAX.WHEN INNER
WHEEL AT 20
’1900‘3
l/2-61/2-1?1/2I/% - 3/1619 l/4GT3+1
1+1/2l/32 - l/818 l/2* Permissable deviation from left to right wheel
- maximum 1”.

STEERING GEAR ASSEMBLY3D. 27
STEERING GEAR ASSEMBLY
CONTENTS
Subject
DESCRIPTION AND OPERATION:
Description and Operation of Steering Gear. . . . . . . . . . . .DIAGNOSIS: (Not Applicable)
MAINTENANCE AND ADJUSTMENTS:
AdjustmentofSteeringGear
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAJOR REPAIR:
Removal and Installation of Steering Gear
Assembly
andTieRods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Disassembly and Reassembly of Steering Gear
Assembly With Tie Rods
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SPECIFICATIONS:
TighteningSpecifications
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page No.
3D-27
3D-273D-28
3D-303D-33
DESCRIPTION AND OPERATIONDESCRIPTION AND OPERATION OF
STEERING GEAR ASSEMBLYThe Opel 1900
- Manta and GT steering gear is the
rack and pinion type. The steering gear pinion shaft,
connected to the lower end of the steering column,
moves the rack to the left or right thereby transmit-
ting the turning motion of the steering wheel to the
tie rods and steering arms.
The steering gear housing is held to the cross mem-
ber by rubber bushings and clamps. The bushings
serve to prevent driving noises and vibrations from
being transmitted into the passenger compartment.
A pinion shaft is seated in the upper portion of the
steering gear housing and is supported by a needle
bearing in the upper housing, and a bushing in the
lower housing. The pinion is not adjustable.
A rubber “0” ring seal is provided for sealing needle
bearing, and a second “0” ring for sealing pinion
bushing. The rack and pinion shaft are held in mesh
by a thrust spring and shell. See Figure
3D-2.The pressure of the thrust spring may be varied by
means of an adjusting screw. The spring forces the
sintered bronze shell against the rack, which in turn
is held against the pinion shaft. Backlash in the steer-ing gear is avoided, and road shocks are effectively
absorbed.
The rack is seated in the long neck of the steering
gear housing in a self-lubricating sintered metal
bushing. It is laterally guided by the sintered bronze
shell in the adjusting screw opening, and in the short
gear housing neck by the rack guide bushing. See
Figure
3D-3.MAINTENANCE
AND ADJUSTMENTS
ADJUSTMENTS OF STEERING GEAR
Adjustment of Steering GearAdjustment of the steering gear assembly is accom-
plished by turning the adjusting screw in or out. See
Figure
3D-2.Positioning of the adjusting screw exerts a pressure
on the rack, thereby varying the backlash between
the pinion and rack.
1. Set steering gear to high point by positioning front
wheels straight ahead with steering wheel centered.
Flexible coupling bolt hole will be positioned hori-
zontal (or parallel) to the rack.
2. Thread adjusting screw into steering gear housing

STEERING GEAR ASSEMBLY30-292. Loosen clamp securing flexible coupling to steer-
ing shaft.
4. Remove stop bolt (see Figure 3D-4) from under-
side of steering column (secures steering shaft bush-
ing to mast jacket), and pull steering wheel rearward
approximately three inches.
Figure
3D-4 Stop Bolt
4. Remove cotter pin located on left and right tie rod
ends and unscrew nut.
5. Using remover J-21687, press ball studs out of
steering arms (see Figure
3D-5).
IJ-21 68’Figure 3D-5 Removing Ball Stud6. Remove four attaching bolts securing steering gear
to front suspension cross member (see Figure 3D-6)
and lift off steering gear assembly and tie rods.
Figure
3D-6 Steering Gear Assembly Attaching Bolts
Removal (Opel 1900. Manta)1. Remove splash shield from lower deflector pa:
and both side members. See Figure
3D-7.nel
Figure
3D-7 Removing Splash Shield
2. Remove clamp bolt securing flexible coupling to
steering shaft. See Figure
3D-8.

3D- 301973 OPEL SERVICE MANUALFigure 3D-8 - Removing Clamp Bolt3. Remove cotter pin located on left and right tie rod
end and unscrew nut.
4. Using Tool J-21687, press tie rod ends out of
steering arms.
5. Disconnect steering gear housing from front sus-
pension cross member and remove steering gear
together with tie rods.
Installation . GTCAUTION: Fasteners are important attaching parts in
that they could affect the performance of vital com-
ponents and systems, and/or could result in major
repair expense. They must be replaced
with one of
the same part number or with an equivalent part if
replacement becomes necessary. Do not
use a re-
placement part of lesser quality or substitute design.
Torque values must be used as specified during reas-
sembly to assure proper retention of these parts.
1. Position steering gear on front suspension cross
member and torque attaching bolts to 18
lb.ft.2. Position tie rod ball studs in steering arms; install
nuts and torque to 29 lb.ft. Lock in position with new
cotter pins.
3. Fully turn steering wheel so that flat or cutout
surface on lower portion of steering shaft is parallel
to flexible coupling bolt hole.
4. Install the lower end of steering shaft to the flexi-
ble coupling and adjust dimension between steering
wheel hub and direction signal switch housing cover
to
l/8 and 3/32 inch. Maintain adjustment by tight-
ening flexible coupling bolt and nut to 15 lb.ft. Lock
the bolt and nut in position with lock-plate tabs.5. Reinstall stop bolt into steering column.
6. Full turn steering wheel both right and left. If any
resistance is noticeable, it will be necessary to remove
the sleering column and correct the cause.
D. Installation (Opel 1900. Manta)CAUTION: Fasteners are important attachingparts in
that they could affect the performance of vital com-
ponents and systems, and/or could result in
maJbrrepair expense. They must be replaced with one of
the same part number or with an equivalent part if
replacement becomes necessary. Do not use a re-
placement part oflesser
quaky or substitute design.
Torque values must be used as specified during reas-
sembly to assure proper retention of these parts.
1. Prior to installation, set steering gear to high
point. The steering wheel spokes point downwards in
an oblique angle. The elongated cutout of the lower
steering mast must coincide with the clamp bolt hole
of the pinion flange.
2. Position steering gear on front suspension cross
member and torque attaching bolts to 29 lb.ft.
3. Position tie rod studs in steering arms. Install nuts
and torque to 29
Ib.ft. Lock in position with new
cotter pin.
4. Install the lower end of the steering shaft to flexi-
ble coupling and torque clamp bolt to 22
lb.ft.5. Attach guard plate to both side members and
lower deflector panel.
DISASSEMBLY AND ASSEMBLY OF
STEERING GEAR ASSEMBLY WITH TIE RODS
Disassembly - GT1. Carefully clamp gear assembly in soft jaw vise and
slip clamps and rubber bellows off gear housing to
expose area where ball joint screws into rack.
2. Bend up round edges of lockplates from tie rod
ball studs and disconnect tie rod ball studs from rack.
See Figure
3D-9). It is important that rack be held
secure with open end wrench to prevent damage to
rack teeth.
3. Loosen adjusting screw lock nut; remove adjusting
screw from steering gear housing, and take out thrust
spring and sintered bronze shell. See Figure
3D-11.4. Rotate gear assembly in vise so that pinion shaft
portion of assembly is held by vise, and remove pin-
ion nut, flat washer, and special washer.

OPEL 1900 AND MANTA STEERING COLUMN ASSEMBLY 3E.35
II
OPEL 1900 AND MANTA STEERING COLUMN
ASSEMBLY
CONTENTS
SubjectPage No.
DESCRIPTION AND OPERATION:
Description and Operation of Directional Signal
Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Description
andOperationofHorn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Description of Steering Column Assembly
. . . . . . . . . . . . . .DIAGNOSIS: (Not Applicable)
MAINTENANCE AND ADJUSTMENTS: (Not
Applicable)
MAJOR REPAIR:
3E-353E-363E-36
Removal and Installation of Steering Column
Assembly
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RemovalandInstallationofSteeringWheel. . . . . . . . . . . .Disassembly and Reassembly of Direction Signal
Switch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Disassembly and Reassembly of Steering and
Ignition Lock Cylinder, and Electrical Switch
from Mast Jacket Assembly
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SPECIFICATIONS:
Steering
ColumnSpecifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3E-363E-383E-393E-403E-41
DESCRIPTION AND OPERATIONDESCRIPTION AND OPERATION OF
DIRECTIONAL SIGNAL LEVERhigh to low beam or vice versa. On all
19M) Rallye
cars, when switching from low to high beam posi-
tion, with the fog lamp instrument panel switch ON
The direction signal switch lever is a multi- purpose
lever controlling direction signals, passing signal and
headlight high and low beams. See Figure
3E-2.The dire&M signal lever is provided with a two-
step mechanism for operation of headlight high and
low beams, and passing signal (not in N.J.). With
headlights off, moving the lever repeatedly towards
steering wheel flashes headlights as a passing signal.
With headlights on, moving the lever repeatedly to-
wards steering wheel up to first stop also flashes
passing signal regardless whether or not the direction
signals are switched on. When the lever is moved up
to the second stop, the headlights are changed from
SE.2Figure
3E-2 Directional Signal Lever Position for
Headlamp Operation

3E- 361973 OPEL SERVICE MANUAL
and ignition switch in RUN position, the fog lights
are automatically switched off. Direction signals
work in the normal manner; pushing the lever up for
right turn signal and pulling the lever down for left
turn signal.
DESCRIPTION AND OPERATION OF HORN
The horn button is located in the center part of the
steering wheel. The horn is actuated by pushing on
the ends of the spokes for the Opel 1900 - Manta and
by pushing on the center horn button on 57R, 57L,
and GT. The button is provided with a plug connec-
tion for each springloaded plunger. See Figure
3E-3.Figure
3E-3 Horn Button Connections (Opel 1900Manta)DESCRIPTION OF STEERING COLUMN
ASSEMBLYThe steering column mast jacket is provided with a
tube-frame section
.(See B of Figure 3E-4) with
bulges which compresses or folds itself, if a suffi-
ciently large energy is exerted to one or other end of
the steering mast jacket assembly. This tube-frame
section absorbs most of the energy. The steering col-
umn consists of two parts, the upper and lower mast
jacket assembly and’the steering shaft. The
upp,ersteering mast is firmly connected to the tube while
the lower steering mast is clearance-free attached to
the tube by means of injected plastic (See Figure
3E-4). Consequently, the steering mast withstands
all torsional stresses.
As soon as the primary energy becomes effective, the
plastic pins (c) shear off and the steering shaft com-
presses. Thereafter the steering mast jacket is partly
compressed.
A slide-off base is welded to the steering mast jacket.
It is provided with two (2) slots for the respective
attaching bolts. A metal piece (See Figure 3E-4) is
located in each slot which is attached to the slide-off
base with injected plastic. The open sides of the slots
face the driver so that the primary energy cannotpush the steering mast jacket assembly into the pas-
senger compartment. The secondary energy caused
by the driver can on the other hand effect a shearing
of the plastic pins and loosening of the slide-off base
so that it moves downwards. Thereby the steering
mast jacket assembly is compressed further and ab-
sorbs the impact energy to a large extent.
The energy absorbing steering is not more suscepti-
ble to damage than a standard steering. However, the
steering mast jacket assembly, especially if removed,
has in contrast with the standard steering to be given
a difierent treatment.
Figure
3E-4 Energy Absorbing Steering Column
The energy absorbing steering column must by no
means be subject to impacts or blows. A sharp blow
onto the exposed steering shaft ends, leaning onto
steering column or dropping may loosen or even
shear off the plastic attachments which bring about
rigidity of assembly. In spite of a steering column
damaged in this way the operating function of the
steering is retained due to the lateral flattenings on
steering shaft tube and lower steering shaft. How-
ever, after a short period of operation rattling noises
will be noticeable so that the steering column has to
be replaced. For pulling steering wheel off steering
column use appropriate special tool. Therefore, it is
of importance that the instructions for removal and
installation as well as disassembly and assembly are
Strictly adhered to.
MAJOR REPAIRREMOVAL AND INSTALLATION OF
STEERING COLUMN ASSEMBLY
The removal of this assembly is only necessary for