Behind the fascia.
Around the column.
The old solid dashboard block and four discs are replaced by an open-backed fascia comparison. Separate circular mounting envelopes, glovebox liner/lid, switch and radio panels, fascia supports and column mounting references expose the surrounding relationships.
Inspect the structure
The fascia has a lower steering-column relief and real circular, glovebox and switch openings. Its top rail is a padded-shape envelope; wall gauge, padding and contours are estimates. Five blank circular mounting envelopes reproduce the factory drawing’s general layout without assigning fitted speedometer, tachometer, gauge or socket identities. No readings, wiring or capillary connections are simulated.
Coordinated cabin-height reference
The old fascia rail rose about 169.3 mm above the modeled scuttle plane and occupied the lower glazed field. The new shallower face has an estimated center top at the scuttle reference height, with less transverse crown and a thinner padded-rail envelope. This follows the supplied cabin context and factory NA panel layout qualitatively; neither supplies a calibrated height, section or fitted instrument map.
The five circular references retain their radii and X spacing, while their heights follow the shallower face. Glovebox/liner, switch and lower radio-panel references receive revised sections/positions. The radio panel stays above the existing tunnel in the selected static source sample. Dark fascia/liner/lid/nacelle materials follow the visible dark trim context; blank circular faces still have no assigned working instrument identity.
The wheel’s X/Z position and the lower pinion point stay. Its height derives from the revised fascia relief at the retained face plane, about 87.5 mm below the previous drawing. Shaft/sleeve, pinion input direction/coupling, wheel plane, upper support, body flange/seal and bulkhead opening follow that shared construction. Rack, track, mount and seat datums stay. Every new position, section and derived shift is an estimate, not an owner measurement or a fitted steering adjustment.
Native checks find no column/face/instrument or radio/tunnel material intersections in the selected source shapes, and the body opening passes the revised shaft envelope. Six column-to-pedal-housing/cover/seal source contacts remain and are recomputed rather than carried over from the old axis. These are reconstruction conflicts, not proof of actual-car interference. No steering ergonomics, loaded support, collapse action or operating clearance is verified.
The former elevated nozzle pose is superseded by the estimated shared nozzle, rear dash-top and padding construction. Its slots and fixing roles explain an attachment relationship; fitted positions, upper hose clearance, remote supply, hidden joints and loaded seals remain unresolved.
Fascia and instrument separation remains illustrative. No verified wiring release, instrument withdrawal, body bracing, column support/release, dash replacement sequence or removal path is established.
Keep the market and chassis evidence
Factory PDF p. 278 distinguishes the North America/Sweden AHA8866 fascia, AHA8606 support, switch nacelle and separate radio-panel variants. PDF p. 279 separates the CHA55 cubby lid, hinge, stay, lock and fittings. The new liner, lid and hinge/lock cues use that architecture only; their shapes and positions are unmeasured. A plain center panel does not identify this car’s fitted radio or switches.
Owner IMG_6341 supplies LHD cabin and upholstery context. It does not calibrate hidden supports, the fascia profile, instrument apertures or glovebox hardware. Seats keep their earlier stations. The coordinated cabin-height construction below now revises the fascia and wheel/column references without claiming fitted registration.
The column shares a revised estimated axis
IMG_6341 supports more wheel setback into the cabin than the former near-fascia center. The reference wheel center moves 245.5333 mm rearward as an uncalibrated construction estimate. Its complete rim/hub/spoke plane, column shaft/sleeve, upper support and body flange/seal/aperture follow the same axis. The thick sleeve now ends at the reference body crossing, leaving the lower shaft exposed. The fascia/component heights and column axis now follow the coordinated cabin-height construction; seats keep their earlier stations. See the column relationship correction for evidence and limits; no fitted dimensions or removal paths are inferred.
Factory PDF p. 137 lists the GAN6 North American CHA341 collapsible-column comparison and a four-fixing body relationship. PDF p. 138 distinguishes flange/body sealing and other column/lock configurations. The new upper support, body flange and seal are estimated constructions; the four-hole pattern is not a factory drilling template or fitted fastener map.
An estimated elliptical bulkhead opening follows the revised estimated column axis at the retained body-plane crossing. This removes the former solid-panel intersection in the reference. It does not verify the actual opening, seal seating, column collapse, support load, bracket ownership or steering clearance. The existing pedal and separate slender-line openings remain independent.
Fascia, circular envelopes and lid separate linearly to expose reference shapes. They do not establish instrument withdrawal, lid hinge travel, column release or safe dashboard removal. Instrument identities, rear connections, support/contact, switch layout, harness interference, glovebox contents, lock action and fitted replacement paths remain unresolved. The visible faces and body coordinates are estimated geometry, not a faithful fitted fastening map.
Separate native reference
Construction checks cover valid solids, STEP round-trip, open fascia apertures and the estimated column/body opening. They do not establish operating instruments or fitted clearance. The column/wheel axis and associated body aperture change together; unrelated source geometry is retained.
Upper-dash outlet construction
The formerly elevated independent demister pose is superseded by two hollow nozzle comparisons beneath the fascia padding and a new rear dash-top pressing. The padding and pressing share two slots and four fixing passages; paired smooth fixings and upper hose cuffs expose the relationship. All shapes, positions, gauges, hardware dimensions and hose routes remain estimates. Inspect the construction, factory branch distinctions and unresolved supply/access. No fitted clearance or verified replacement procedure is established.