1973 OPEL GT-R wheel

3C-24 1973 OPEL SERVICE MANUAL
NOTE:
FRONT OF CAR
4Figure
3C-3 Upper Control Arm Shaft and Bushingsx.3
Figure
3C-4 Supporting Vehicle at Both Lower
Control Arms(B) (rear) between upper control arm and shock ab-
sorber support. See Figure
3C-5.5. One
.24” thick washer each is installed in produc-
tion on each car side. Consequently, only two adjust-
ments are possible by adding washers of different
thickness.
6. One
.12” in front and one .36” in the rear (caster
increase of 1 degree) or one
.36” in front and one. 12”
in the rear (caster decrease of 1 degree). Never addFRONT OF CAR
3G5
Figure
3C-5 Caster Adjustment Washer Location -Opel 1900 - Manta
several washers in one place. The washers B installed
in production have a larger outer diameter than the
washer A. For service, the Parts and Accessories
Department supplies only larger washers with an
outer diameter of 1.57”.
7. Insert control arm shaft from front towards the
rear into upper control arm and shock absorber
SUP-port. Observe that the crown of both plate washers
shows inwards. See Figure
3C-5.8. Torque hex nut of control arm shaft to 40 ft.lbs.
Always use new self-locking nut.
9. Torque wheel nuts to 75
ft.lbs.10. Recheck caster setting.

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