1973 OPEL GT-R warning

COOLING SYSTEM6B- 33
remove drain plug on right.side of cylinder block. Set
heater temperature control valve at full heat posi-
tion. After the cooling system is drained, and plugs
reinstalled, fill the system with clean water. Run the
engine long enough to open the thermostat for com-
plete circulation through the system, then com-
pletely drain the cooling system before sediment has
a chance to settle.
Conditioning the Cooling System
“Rust Inhibitor and Stop Leak”, or equivalent listed
under Group 8.800 is recommended for use in the
cooling system, particularly when preparing for in-
stallation of anti-freeze solution. This material stops
small seepage leaks, has rust preventive properties
and its soluble oil is effective in eliminating a squeal-
ing noise which sometimes develops at the water
pump seal washer. Instructions for its application are
printed on the conditioner bottle.
It is very important to make certain that the cooling
system is properly prepared before an anti-freeze so-
lution is installed, otherwise loss of solution through
leakage may occur or seepage may result in damage
to the engine. The cooling system should be drained
and flushed as described under Draining and Flush-
ing Cooling System. All joints should be checked for
leakage and corrected, and the conditioner described
above should be added with the anti-freeze solution.
Inspect the water pump, radiator core, heater and
defroster cores, water jacket plugs, and edge of cylin-
der head gaskets for evidence of water leaks. Tighten
all hose clamps in the cooling and heating systems
and replace any deteriorated hoses.
Using and Testing Anti-Freeze
Solutions
Inhibited year around (ethylene glycol type) engine
coolant solution which is formulated to withstand
two full calendar years of normal operation without
draining or adding inhibitors should be used at all
times. Freeze protection should be provided to pro-
tect against corrosion. When adding solution due to
loss of coolant for any reason or in areas where tem-
peratures lower than minus 20 degrees F. may be
encountered, a sufficient amount of any of the sev-
eral brands of year around coolant (Ethylene Glycol
base) compatible to GM Specification 1899-M avail-
able on the market should be used. Water or alcohol
base coolants are not recommended for this vehicle
at any time.
If for any reason water only is used as a coolant in
an emergency, it is extremely important that Buick
Heavy Duty Cooling System Protector and Water
Pump Lubricant or equivalent be added to the cool-
ing system as soon as possible. If any other cooling
System protector is used, be certain it is labeled toindicate that it meets General Motors Specification
GM 1894-M. It should be recognized that this is only
a temporary measure. The manufacture intends that
permanent type coolant solution be used year around
in the cooling system.
The cooling system should be completely drained
and the recommended coolant installed every two (2)years.It is advisable to test the anti-freeze solution at inter-
vals during the winter to make certain that the solu-
tion has not been weakened. Use only hydrometers
which are calibrated to read both the specific gravity
and the temperature, and have a table or other means
of converting the freezing point at various tempera-
tures of solution. Disregarding the temperature of
the solution when making the test may cause an error
as large as 30 degrees F. Care must be exercised to
use the correct float or table for the particular type
of anti-freeze being tested.
Fan Belt Adjustment or Replacement
A tight fan belt will cause rapid wear of the alterna-
tor and water pump bearings. A loose belt will slip
and wear excessively and will cause noise, engine
over-heating, and unsteady alternator output. A fan
belt which is cracked or frayed, or which is worn so
that it bottoms in the pulleys should be replaced. The
fan belt may be replaced by loosening the alternator
brace at alternator, slightly loosening the alternator
mounting bolts and moving alternator inward to pro-
vide maximum slack in the belt.
The alternator must be moved outward to adjust the
fan belt. After the generator brace and mounting
bolts are securely tightened, the fan belt tension
should be 45 lb. using Tensioner J-23600.
WARNING: Zfa
fan blade is bent or damaged in any
way, no attempt should be made to repair and reuse
the damaged part. A bent or damaged fan assembly
should always be replaced with a new
fal. assembly.
It is essential that fan assemblies remain in proper
balance and proper balance cannot be assured once
a fan assembly has been bent or damaged. A fan
assembly that is not in proper balance could fail and
fly apart during subsequent
we creating an ex-
tremely dangerous condition.
Radiator Thermostat Inspection and Test
A sticking radiator thermostat will prevent the cool-
ing system from functioning properly. If the thermo-
stat sticks in the open position, the engine will warm
up very slowly. If the thermostat sticks in the closed
position, the engine will overheat.
The thermostat may be removed for inspection and

CLUTCH7A. 1
CLUTCH
CONTENTS
Subject
DESCRIPTION AND OPERATION: Clutch andClutch
PedalMechanisms
. . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS:
Clutch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . . . .
MAINTENANCE AND ADJUSTMENTS: Clutch LashAdjustment (GTOnly)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Adjustment (All 1.9 Engines Except GT). . . .
Control CableAdjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . . . . . . .
MAJOR REPAIR:
Clutch Removal and Installation
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Control Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS:
Specifications
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page No.
7A-
1
7A-2
7A-4
7A-4
7A-4
IA-5
7A- 7
7A-7
DESCRIPTION AND OPERATION
CLUTCH PEDAL MECHANISM GT Only
The pedal lever pivots on a tubular steel shaft and
operates the clutch release yoke thru a sheathed ca-
ble attached directly to the upper end of the pedallever. Pedal return is accomplished thru the cable by
the clutch yoke return spring at the transmission.
The pedal return stop
is a nonadjustable rubber
bumper inserted through the upper end of the pedal leverjust below the cable attaching point. The clutch
cable is sheathed in woven steel and weather pro-
tected by a plastic and fabric covering. An eyelet is
wedged on the upper end and fits over a formed
hook on the upper end of the pedal. The lower end
is provided with a
wedged ball stud arrangement
that slips into a slot in the clutch release lever. See
Figure
7A-6.
Opel 1900 and Manta
The pedal lever pivots on a tubular steel shaft and
operates the clutch release yoke through a sheathed
cable attached directly to the upper end of the pedal
lever. Pedal return is accomplished through a spring
attached to the pedal below the pivot shaft and to the
pedal assembly mounting bracket at the bulkhead. Clutch actuation works without pedal-free travel and
a warning device is provided which actuates an in-
dicator lamp in the instrument panel indicating
necessity of clutch adjustment. The clutch cable is
sheathed in
woven steel and weather protected by a
plastic fabric covering. An eyelet is wedged on the
upper end and fits over a formed hook on the upper
end of the pedal. The lower end is provided with a
wedged ball stud arrangement that slips into a slot in the clutch release lever. See Figure
7A-7.
Clutch Mechanism
The clutch assembly is enclosed in the bell housing.
The clutch release bearing and release fork are of
conventional design, with the fork pivoting on a ball
stud located opposite the control cable attaching
point. The bearing flange tits over two vertical pins
which are riveted to and extend into the eye of the
yoke.
The clutch pressure plate is similar in design to the
Buick Century pressure plate. A radially slotted dia-
phragm pivoting on two steel wire rings is retained
to the clutch cover by eight rivets. The clutch driven
member is a
6-3/4 inches diameter single plate dry
disc with torsional damper springs and spring leaves
between facings to cushion application. Dampener
springs in clutch disc assembly are
preloaded.

98-32 1973 OPEL SERVICE MANUAL
inserting it in the connection. Another precaution -inspect the fitting for burrs which can cut the
“0”ring.
Restrictions
Restrictions may be due to powdered desiccant or
dirt and foreign matter. This may result in starved
evaporator and loss of cooling, or a seized compres-
SOT.When the amount of moisture in a system sufti-
ciently exceeds the capacity of the desiccant, it can
break down the desiccant and cause it to powder.
The powder passes through the dehydrator screen
with the refrigerant liquid and is carried to the ex-
pansion valve screen. While some of it may pass
through the valve screen into the evaporator, it may
quickly build up to cause a restriction.
Due to the fact that sufftcient oil can not be returned
to the compressor, it may seize.
Dirt
Dirt, which is any foreign material, may come from
cleaner residues, cutting, machining, or preserving
oils, metal dust or chips, lint or dust, loose rust,
soldering or brazing fluxes, paint or loose oxide
scale. These can also cause seized bearings by abra-
sion or wedging, discharge and expansion valve fail-
ure, decomposition of refrigerant and oil, or
corrosion of metal parts.
CorrosionCorrosion and its by-products can restrict valve and
drier screens, rough bearing surfaces or rapid fatigu-
ing of discharge reeds. This can result in high tem-
perature and pressure, decomposition or leaks. In
any event, this means a wrecked compressor.
From this, we can see the vicious circle that can be
produced in a refrigerating system to cause its fail-
ure. Corrosion can be the indirect cause of leaks, and
leaks can be the direct cause of corrosion. We can
also see the important role we as servicemen play in
maintaining chemical stability.
The major cause of corrosion is moisture.
Moisture
Moisture is the greatest enemy of refrigerating sys-
tems. Combined with metal, it produces oxide, Iron
Hydroxide and Aluminum Hydroxide. Combined
with R-12 it produces Carbonic acid, Hydrochloric
acid, and Hydrofluoric acid. Moisture can also cause
freeze-up of expansion valve and powdered desic-
cant.Although high temperature and dirt are responsible
for many difficulties in refrigerating systems, in most
instances it is the presence of moisture in the system
that accelerates these conditions. It can be said,themfore, that moisture is the greatest enemy of all.
The acids that it produces, in combination with both
the metals and the refrigerant, cause damaging
COT-
rosion. While the corrosion may not form as rapidly
with R-12 as with some other refrigerants, the even-
tual formation is as damaging.
If the operating pressure and temperature in the
evaporator is reduced to the freezing point, moisture
in the refrigerant can collect at the orifice of the
expansion valve and freeze. This temporarily re-
stricts the flow of liquid causing erratic cooling.
As previously mentioned, moisture in excess of the
desiccant’s capacity can cause it to powder.
YOU SHOULD KNOW AND REMEMBER..That the inside of the refrigerat,ion system is com-
pletely sealed from the outside world. And if that
seal remains broken at any point
- the system will
soon be destroyed. That complete and positive seal-
ing of the entire system is vitally important and that
this sealed condition is absolutely necessary to retain
the chemicals and keep them in a pure and proper
condition.
That all parts of the refrigeration system are under
pressure at all times, whether operating or idle, and
that any leakage. points are continuously losing re-
frigerant and oil.
That the leakage of refrigerant can be so silent that
the complete charge may be lost without warning.
That refrigerant gas is heavier than air and will rap-
idly drop to the floor as it flows from a point of
leakage.
That the pressure in the system may momentarily
become as high as 400 lbs. per square inch, and that
under such pressure the molecules of refrigerant are
forced out through the smallest opening or pore.
That the compressor is continually giving up some
lubricating oil to the circulating refrigerant and de-
pends upon oil in the returning refrigerant for con-
tinuous replenishment. Any stoppage or major loss
of refrigerant will therefore be fatal to the compres-
SOT.That the extreme internal dryness of a properly proc-
essed system is a truly desert condition, with the
drying material in the receiver holding tightly on to
the tiny droplets of residual moisture.

REFRIGERANT COMPONENTS ALL MODELS96-39
In all instances where the indications of refrigerant
shortage continues, additional refrigerant should be
added in
l/4 lb. increments until the sight glass is
clear.
An additional charge of l/4 lb. should be ad-
ded as a reserve. In no case should the system be
overcharged.
LEAK TESTING SYSTEM
The following two methods are recommended when attempting to locate refrigerant leaks in the system.
Loss of
regrigerant is always indicative of a leak since
refrigerant is not consumed and does not wear out.
1. Open Flame Method
- This method utilizes a gas
operated torch type leak detector (J-6084). Use of
this method is recommended when checking for
leaks in confined areas. To perform test, light torch
and adjust to obtain a pale blue flame, approximately
3/8 inch in height, in burner.
Explore for leaks by moving end of search tube
around suspected area. Check bottom of connections
since Refrigerant-12 is heavier than air and will be more apparent at underside of fittings. The flame
color will turn yellow-green when a small leak is
detected. Large leaks will turn the flame blue or
purple.
WARNING:
Do not breathe fumes resdting from
burning of
refrigerant gas. These fumes az ex-
tremeiy poisonous.
2. Liquid Leak Detectors - This method utilizes a
solution which will bubble (soap solution) to signify
a gas leak. Use of this method of checking is recom-
mended for locating small leaks.
FUNCTIONAL TESTING SYSTEM
Functional testing is a measurement of the air condi-
tioner system performance to determine if discharge
air temperature, pressure in suction line, and pres-
sure in discharge line are within specific limitations.
To perform Functional test proceed as follows:
1. Remove protective caps from the compressor
adapter fittings located on compressor.
SCHRADER
ADAPTER J-5420
1II rDISCHARGE LINE
COMPRESSOR
VALVE
LOW PRESSURE
\ GAUGE\
HIGHGLR;B;URE
MANIFOLD AND
-GAUGE SET
J-5725-01
r
GAUGE LINES
(5) J-5418
9B-31
Figure 9B-40 Functional Test Set-Up

REFRIGERANT COMPONENTS ALL MODELS9B- 43
4. Start the vacuum pump and slowly open low and
high pressure sides of manifold gauge set to avoid
forcing oil out of refrigeration system and pump,
Pressure is now being reduced on both sides of the
refrigeration system. If oil is blown from the vacuum
pump, it should be refilled to the proper level.
5. Observe low pressure gauge and operate vacuum
pump until gauge shows 28-29 inches vacuum. In all
evacuating procedures, specifications of 28-29 inchesof vacuum is used. This evacuation can only be at-
tained at or near sea level.
For each 1000 feet above sea level where this operat-ion is being-performed, the specification should be
lowered by one inch of mercury vacuum. At 5000
feet elevation, only 23 inches to 24 inches of vacuum
can normally be obtained.
If vacuum cannot be pulled to the minimum specifi-
cation for the respective altitude, it indicates a leak
in the system or gauge connections or a defective
vacuum pump. In this case, it will be necessary to
check for leaks as described under “Leak Testing
Refrigerant System”.
When specified vacuum level (28-29 inches at sea
level) is obtained, continue to run vacuum pump for
ten (10) ‘additional minutes. During these ten (10)
minutes:
A. Prepare for charging the system. If using a charg-
ing station, till charging cylinder. If using manifold
gauge set, make all preparations for charging system
as described under “Disposable Can Method” or
“Refrigerant Drum Method”.
B. Measure oil loss collected as a result of rapid
discharge.
C. Uncap compressor oil injector (J-24095) and open
valve. Flush J-24095 with refrigerant, close valve and
insert pick-up tube into graduated container of clean
refrigerant oil.
D. Con&ct J-24095 to suction fitting at the compres-
sor adapter fitting. When valve on J-24095 is opened,
the vacuum applied to the discharge side of the sys-
tem will suck oil into system from container. There-
fore,
close observation of oil level in the container is
necessary.E. Note level of oil in container. Open valve on
J-24095
u+il oil level in container is reduced by an
amount equal to that lost during discharge of system,
then shut valve. Take care not to add more oil than
was lost. ,,
F. Disconnect J-24095 and attach pick-up tube fit-
ting to schraeder fitting to cap tool. See Figure 9B-
42.J-24095
-98.32
Figure 98.42 Oil Injector J-24095
6. Turn hand shut-off valves at low and high pressure
gauges of gauge set to full clockwise position with
vacuum pump operating, then stop pump. Carefully
check low pressure gauge approximately for two (2)
minutes to see that vacuum remains constant. If
vacuum reduces, it indicates a leak in the system or
gauge connections.
Charging the SystemThe system should be charged only after being eva-cuated as outlined in “Evacuating the System”.
Refrigerant orurn Method
1. Connect center flexible line of gauge set to refriger-ant drum.
2. Place refrigerant drum in a pail of water which has
been heated to a maximum of 125 degrees F.
WARNING: Do not allow temperature of water to ex-
ceed I25
degrees E High temperature will cause
safety plugs in the refrigerant drum. It may not be
necessarv to use hot water if a /arae drum is used(over
ap)roximateIy 100 lbs.).-I3. Place refrigerant drum (in pail of water) on scales
(bathroom or commercial, perferably commercial).

9B-44 1973 OPEL SERVICE MANUAL
Do not turn refrigerant drum upside down, as this
would allow liquid refrigerant to enter compressor
which may cause damage.
4. If line at center gauge fitting has not been purged
of air, loosen line at center fitting on gauge set and
crack valve on refrigerant drum to blow air from
line. Retighten line at center fitting and record exact
weight of refrigerant tank in water on the scales.
5. Open valve on refrigerant drum and both valves
on gauge set to allow refrigerant to flow into system.
Continue charging until the scales show that 2
Ibs.Opel 1900
- Manta and 2 l/4 lbs. GT, of refrigerant
have been transferred from refrigerant drum to sys-
tem.If full charge cannot be obtained, close both valves
on gauge set, start engine, and set temperature con-
trol knob to full cold position with blower in Max Hi.
Open low pressure valve on gauge set slowly and
leave open until full charge is added.
WARNING: Observe high pressure gauge while charg-
ing with compressor running. Shut
offengine ifpres-
sure exceeds 250 psi. A large fan placed in front
ol
the car wi// help reduce excessively high head pres-6. Close both valves on gauge set (high pressure valve
will already be closed if charging was completed by
running compressor) and close valve on refrigerant
drum.
If the engine was used to complete the charge into
the system, close valve on refrigerant drum to permit
compressor to draw any refrigerant left in the line
from the drum to the center fitting of the gauge set,
then close the low pressure valve on the gauge set.
7. Operate engine at 2000 RPM with temperature
control knob at full cold, blower speed in Max Hi.
After ten minutes of operation, observe appearance
of refrigerant in receiver-dehydrator. If bubbles are
observed, open low pressure gauge valve and valve
on refrigerant drum to allow more refrigerant to en-
ter system. Close valve when receiver-dehydrator
clears
up.If an air inlet temperature is below 70 degrees F.
when this check is made, bubbles may appear, even
though the proper amount of refrigerant is in the
system. Air inlet temperature must be 70 degrees F.
or above to make an accurate check.
8. When refrigerant has been installed, continue to
operate system and test for proper operation as ou-
tlined under “Operational Test”.
9. When satisfied that air conditioning system is op-
erating properly, stop engine, remove gauge set and
replace protective caps on compressor fittings.10. Using leak detector, check complete system for
leaks.Disposable Can Method
After having
depress&ed, repaired (if necessary)
and evacuated the refrigerant system, the system
may be charged as follows using refrigerant in dis-
posable cans:
1. Obtain three (3) 1
lb. cans or one 12 lb. can of
refrigerant.
2. If using 1 lb. cans, mount two (2) cans in J-6272-
02 (Multi-opener) or attach J-6271 (single-can
opener valve) on one can. If using the 12
lb. disposa-
ble can, attach J-23390 (disposable can control valve)
on can.WARNING: Make sure outlet valve on opener is
closed (clockwise) before installing opener.A. If the J-6272-02 multi-opener is used, raise lock-
ing lever, position three (3) cans of refrigerant and
force locking lever down to secure cans and at same
time puncture top of can to make it ready for charg-
ing.
B. If the J-6271 valve is used, back off the valve from
the can top retainer, slip the valve onto the can and
turn the valve into retainer until tight. DO NOT
open outlet valve during this operation, as turning
the valve into the retainer punctures top of can to
make it ready for charging.
3. Connect center flexible line of gauge set to fitting
on a can opener valve. If the line at center gauge
fitting has not been purged of air, loosen line at
center fitting on gauge set and “crack” valve at can
opener (for a second or two) to force air from the
line. Retighten line at center fitting.
4. Open valve at refrigerant source and at low and
high pressure valves on manifold gauge set. Leave
valve open at refrigerant source until all refrigerant
(when using 1 lb. can) has ‘entered the refrigeration
system or system is fully charged. Close valve on can.
A. If the system is charged using
1 lb. cans and the
J- 627 1 valve, disconnect valve from can. Leave valve
closed to flexible line to the center fitting of the
manifold gauge set. Install valve on a new and full
disposable can of refrigerant.

REFRIGERANT COMPONENTS ALL MODELS9t3- 45
B. If system is charged using J-6272-02, close the
valve of opener after all cans are empty. Release the locking lever and discard the three (3) empty cans.
If this tool will be used to complete the charge with
additional cans to provide the required refrigerant
charge, leave the empty cans in position, locate one
full can and lock the lever into place. These empty
cans balance the assembly and prevent the loss of
refrigerant through the open “series” passage. Align
the pierced hole in the empty can with the punch in
the cover of the tool.
If the J-6271 valve for single cans is available, com-
plete charging as explained in 4a above.
5. Close high side valve on manifold gauge set,
WARNING: Prior to starting up engine, the high side
valve on the charging manifold must be closed due
to excessive pressure
bui/d-up which can result in
bursting of the container(s) causing serious injury. If
you are inexperienced in the use of this procedure, seek professional assistance.
6. Operate engine at 2000 RPM with temperature
control knob at full cold position and blower speed
on Max Hi. If air inlet temperature at the condenser
is below 70 degrees F. when this check is made,
bubbles may appear, even though the proper amount
of refrigerant is in the system. Air inlet temperature
must be 70 degrees F. or above to make an accurate
check.
7. When refrigerant has been installed, continue to
operate system and test for proper operation as ou-
tlined
under “Operational Test”.
8. When satisfied that the air conditioning system
is operating properly, stop engine, remove gauge set
and replace protective caps on suction and discharge
fittings.
from thegauge fitting to prevent damage-or injury to
personnel.
9. Using a leak detector, check complete system for
leaks.
Charging Station Method
INSTALLING J-8393-02
-
1. Be ceitain compressor hand shut-off valves to
gauge fittings are closed (counterclockwise).
2. Be certain all valves on charging station are
closed.
3. Connect high pressure gauge line to compressor
high pressure gauge fitting.
4. Turn high pressure hand shut-off valve one turn
clockwise, and high pressure control one turn coun-
terclockwise (open). Crack open low pressure con-
trol and allow refrigerant gas to hiss from low
pressure gauge line for three seconds, then connect
low pressure gauge line to low pressure gauge fitting
on compressor adapter fitting. (Place J-9459 adapter
on hose, then attach adapter to gauge fitting.)
FILLING CHARGING CYLINDER
1. Open Control valve on refrigerant container.
2. Open valve on bottom of charging cylinder, al-
lowing refrigerant to enter cylinder.
3. Bleed charging cylinder to valve (behind control
panel) only as required to allow refrigerant to enter
cylinder. When refrigerant reaches desired charge
level, close valve at bottom of charging cylinder and
be certain cylinder bleed valve is closed securely.
While filling the cylinder, it will be necessary to close
the bleed valve periodically to allow boiling to sub-
side so that refrigerant level in the charging cylinder
can be accurately read.
CHARGING THE SYSTEM USING J-8393-02
1. With charging station connected, as previously
described, remove low pressure gauge line at com-
pressor adapter fitting.
2. Crack open high and low pressure control valves
on station and allow refrigerant gas to purge from
system. Purge slowly enough so, that oil does not
escape from system along with refrigerant.
3. When refrigerant flow nearly stops, connect low
pressure gauge line to
compress& adapter fitting.
4. Turn on vacuum pump and open vacuum control
valve.
5. With system purged as
abovk, run pump until
26-28 inches of vacuum is obtained Continue to run
pump for 15 minutes after the system reaches 26-28
inches vacuum.
In all evacuating procedures, the specification of
26.
28 inches of mercury vacuum is used. These figures
are only attainable at or near sea level. For each 1000
feet above sea level where this operation is being
performed, the specifications should be lowered by 1
inch. For example, at 5000 feet elevation, only 21 to
23 inches vacuum can normally be obtained.
6. If 26-28 inches vacuum (corrected to sea level)
cannot be obtained, close vacuum: control valve and

Subject
Page NumbelSubjectPage Number4.Speed Manual I..
Clutch
Detent Cable Adjustment
:Differential
Directional Signal Switch
Repair Opel 1900 & Manta
Repair GT
:Disassembly of
4.Speed Manual Transmission
DistributorFunction of Valves and Hydraulic Control Units
Opel
3.Speed Automatic.................
74-21
Fuse Chart..............................lG-56
Fusible Link.............................
lA-8Specifications.
Point Replacement..
..,78-127A-
17c-9148-73E-393E-4878.23
1C-26
1 c-20
GEGas Tank See Fuel Tank
General Specifications
Engine...............................6A-28
Opel 3.Speed Automatic
.................7C-134
Transmission, Manual.,
..................78-33
Clutch...............................7A-7
Body................................ZA-4
Governor Drive Gear
Opel
3.Speed Automatic.................7C-103
Grille
Opel 1900 & Manta.....................8A-7
GT..................................8A-6 Electrically Heated Rear Window
Engine
General Description
Cooling System
Lubrication System
Trouble Diagnosis
Exhaust Manifold
Exhaust System
Removal and Installation
External Oil Leaks,
Opel 3 Speed Automatic
FFast Idle Adjustment
..................
Filter-Engine Oil
......................
Fluid Checking Procedure Transmission
Opel 3Speed Automatic.............
Frame-Opel 1900 & Manta.............
Frame
GT-Opel......................
SWVOOpel Xipeed Automatic...........
Front Suspension
Opel1900&Manta.................
GT..............................
Front Wheel Alignment................
Front Wheel Bearing Adjustment
All Series.........................
Fuel Gauge
Trouble Diagnosis
Opell$OO&Manta...............
GT............................
Fuel Pump Operation..................
Fuel System
Fuel Tank (Opel 1900 & Manta)
.......
Fuel Lines (Opel 1900 & Manta)
.......
Fuel Tank
(GT)....................
Fuel Gauge Tank Unit
(GT)...........
Fuel Lines
(GT)....................
Fuel Tank Removal and Installation....
Cleaning Tank.....................
lH-576A-268-326A-46A-66A-126D-427C-816E-51
oc-77C~Bl2B-826-77c-1003A-23A-23C-223A-4
HHazard Warning Flasher
....................lG-55
Headlamp Aiming
.........................1 F-46
Headlamp Switch
Opel 190.0 & Manta
.....................1 F-46
Headlamp Mechanism GT
..................8A-2
Heater System Opel 1900 &Manta
Trouble Diagnosis
......................9A-11
Description and Operation
................9A-10
Adjustments and Minor Service............9A-12
Removal and Installation
.................9A-12
Specifications..........................$A-16
Heater System GT
Trouble Diagnosis
......................9A-4
Description and Operation
................9A-2
Adjustments and Minor Service
............9A-4
Removal and Installation.................9A-5
Specifications..........................$A-9Horn
Operation.............................lG-54
Hydraulic Operation
Opel
3.Speed Automatic.................7C-64
IIdentification Number Vehicle...............
OA-1ldle.Adjustment
..........................6E-51
Inflation Pressures, Tires.
...................36-62
Ignition Coil
Specifications.
.........................
lC-26Identification, Engine
......................
OA-1Ignition System
Timing...............................
lC-20Instrument Panel Parts Removal