Behind the
front bumper.
An open front shell and diamond-mesh intake replace the solid nose and earlier-style chrome grille/backing. The rubber moulding now has a rear cavity; a separate armature, paired mounting beams and inner support references show the connection toward the frame.
The parts plates distinguish GAN6 intake and bumper hardware. All contours, thicknesses, holes, mesh pitch, fixing positions and stations remain estimates. Existing owner photos show the locking-platform/cooling context and rubber bumper, but do not calibrate the front-end section or identify the hidden support variants.
Inspect the boundaries
Preserve the configuration differences
| Factory evidence | Comparison represented | Unresolved fitted detail |
|---|---|---|
| Plate 263 | CHA478 air-intake grille and four grille-to-locking-platform screws for GAN6, distinct from the preceding chrome radiator grille. | Actual grille identity, mesh construction, dimensions, orientation and fixing locations. |
| Plate 234 | CZJ565 front end and North American CZJ638/639 mounting-beam pair. Except-North-America CZJ586/587 is retained as a different catalog configuration. | Fitted cast/stamped identity, beam profile, section, attachments, repair history and body registration. |
| Plate 269 | Rubber bumper, separate armature and handed inner support references. Armature changes at GAN6-158716; earlier outer-spring hardware is a separate branch. | Fitted early/late arrangement, outer-spring branch, clamping/rivet map, loaded shape and fastening values. The outer-spring alternative remains unmodeled. |
Owner-photo reconciliation
Existing IMG_6853 was re-viewed for the painted locking platform, central circular latch region, access opening and adjacent cowl. IMG_6856 supplies wider bay context; IMG_6329 shows the rubber bumper in side view. The revised platform span and second access opening are estimates; the latter repeats an unverified symmetry assumption. Separate estimated lock, safety-catch and cable comparisons are now linked below; fitted geometry and operation remain unresolved.
How the model differs from the old blocks
The nose now has a real aperture rather than a solid volume hidden by a dark grille panel. The mesh contains open cells. A fixed upper return approaches the existing closed-bonnet leading profile to close an inherited drawing gap; its small separation is a display choice, not a measured panel gap or verified bonnet sweep.
The estimated 1.5 mm projected steel offset and 8 mm rubber shell offset provide visible sections, not manufacturing gauge. The armature is a generic open channel, and mounting beams are generic open longitudinal channels. Their drawing relationships do not establish bolted or welded ownership, fit, support strength, impact performance or towing/jacking function. The intake remains a browser reference. Native bumper/support and headlamp/body-interface exports now supply the nose and attachment comparisons; none is a fitted scan.
Relationship to the cooling stack
The new bonnet-hardware study ↗ adds separate lock, safety-catch, hinge and support boundaries. The retained opening animation remains illustrative.
The maintained radiator/cowl meshes, frame and native engine placement are unchanged. An open front aperture does not prove a connected air duct, cooling performance, radiator fit or removal space. Existing cowl/fan reference conflicts and the estimated common registration remain in force. Inspect the cooling-structure study before interpreting the front view as an installed fit.
Cover and armature share a display offset; beams stay fixed and inner support references separate independently. Select or isolate each to inspect its boundary. Those choices are not a verified assembly split, loosening order, lifting/support arrangement or radiator/bumper extraction path.
Native support chain and shared joints
The moulding, armature, mounting beams and inner springs now have native STEP geometry, with separate clamping plates, a hollow support tube/end tabs and fixing roles. The existing nose, intake, radiator/cowl and front body rails stay at their source stations. This exposes the major connections ahead of the cooling stack without claiming a bumper or radiator removal route.
Factory p.269 supplies two CHA254 clamping plates, 26 CHA307 moulding rivets, CHA321 support tube/four CHA365 rivets, handed CHA298/299 inner springs, four inner-spring-to-body nuts and two AHA6498 towing-eye roles. Rivet head stations follow the estimated outer profile with a 0.5 mm display gap; they are not fitted shank lengths or set-rivet geometry. Paired spring/beam shapes use an unverified mirror assumption. Shared estimated bores now pass through the cover/clamps/armature and tube tabs/web; spring and body-beam faces share their own estimated fixing axes. The four armature-side fixing sets are construction comparisons, not a verified fitted count.
CHA238 and CHA534 remain alternative armatures, with the change at GAN6-158716. Early CHA250 outer springs end at GAN6-158715 and remain unselected and unmodeled. The factory’s twelve spring plain/lock washers are not forced onto this partial branch. The silver/gold motif alternatives are not selected. Existing owner IMG_6329/6341/6853/6856 supports exterior and platform context, not the hidden hardware map.
Declared construction changes
The 8 mm cover offset is retained; native corner rounds approximate the prior silhouette. Armature/clamping/beam sections use 3 mm estimates and inner springs use unloaded 5 mm strips. The armature height follows the moulding’s estimated inner faces. Beam front ends shorten from 2.02 to 1.94 body units (67.7333 mm), meeting a shared rear-spring comparison plane. Base undersides lower 4.2333 mm to the retained rail-top plane. Neither change is an owner measurement, selected shim, weld specification or verified load path. Body rails are unchanged; no frame holes are invented.
The new sources intersect retained wheelhouse/rail references; see the geometry metadata for separate pair volumes. These are reconstruction discrepancies, not actual-car interference. Each beam has zero minimum source distance to its retained rail. Zero distance only describes the constructed drawing plane; it does not verify fitted seating, support, impact response or welding.
The cover, armature, clamps and tube share a display translation; beams remain fixed and spring/fixing comparisons separate illustratively. Threads, loaded washers, rivet setting, spring response, towing-eye capacity, safe support, tightening and verified replacement/removal paths remain unresolved. Isolating a body beam does not make it a detachable part, and modeled eye geometry does not approve its use for towing or recovery.
The headlamp housing/body study now adds open nose notches, hollow wing nacelles, backing bowls and shared retaining/body/trimmer passages. Lamp axes align to the old bulge centers by an explicit construction correction; fitted identity, beam/aim, wiring and removal paths remain unresolved.
Current shorter-front construction
The coordinated shorter-front reference supersedes the former nose, platform and bumper stations. Bonnet/wing contours, detailed lamp and bumper poses, landing/catch openings, support-beam lengths and wheelhouse front ends now follow a selected nominal overall-length comparison. The rear body, axles, engine/cowl and aft bonnet mounting stations stay. The front-only allocation remains estimated; current source contacts, fitted body joints, loaded support and replacement/removal paths remain unresolved.