Follow the load and steering links.
The front corner now separates the lower wishbone, coil and seat, lever damper, and swivel axle. A continuous steering-column reference joins the wheel to the rack; tie rods meet the steering arms at both corners.
The factory drawings establish which parts connect. Every modeled pivot, spring dimension, arm shape, mounting station and column axis is estimated. The explode slider separates groups for inspection; its directions and order are not replacement instructions. The model has no spring load, steering articulation or validated clearance.
Inspect the connected assemblies
| Modeled group | Relationship represented | Source and limits |
|---|---|---|
| Left wishbone · right wishbone | Two inner pivots, pan opening and outer fulcrum below the kingpin. | Factory PDF p. 139, lower link AHA7029. Bores, bushes, profiles and frame attachments are estimated. |
| Left coil and seat · right coil and seat | Coil above a separate lower seat, with a simple upper seat reference. | Factory PDF p. 141, seat 21A137. No fitted spring identity, wire size, rate, preload, body turret or release travel is established. |
| Left lever damper · right lever damper | Frame-side body and upper arm connect to the trunnion fulcrum. | Factory p. 141 lists GSA102 RH / GSA103 LH. Mounting pad, arm and bush envelopes are estimates; specification and fitted identity remain unverified. |
| Left swivel axle · right swivel axle | A separate kingpin now joins the estimated forked lower fulcrum to the retained upper station; stub axle outward and steering arm forward. The carrier now has a continuous kingpin bore, separate bushes and an offset upper trunnion; fitted sections remain unverified. | Factory pp. 139–140. Endpoint coincidence shows intended topology, not fitted joint dimensions or verified wheel alignment. |
| Rack and tie rods | Separate native hollow case, body brackets/caps, bellows/clips, inner/outer joint and rod references now expose the mounting chain; inspect the later LHD steering study. | Moss PDF p. 61, printed p. 43, later LHD configuration. Rack travel, clamp brackets, full-lock stops and actual rod lengths are unverified. |
| LHD column and pinion clamp | Retained column axis now has a hollow sleeve, separate shaft/input boundary, split coupling and external pinch fixing; no collapse or fitted engagement is modeled. | North American factory column plate, PDF p. 137. Axis, collapse mechanism, bulkhead opening/seal, dash brackets and clamp geometry are not reconstructed. No universal joint is inferred. |
| Lower outer-joint study | Separate kingpin foot, pin, cotter, different end closures and rings. | Earlier shared-front factory topology; all new outer-joint dimensions are estimated. The photo-supported forward-wall plate correction supersedes the old unsupported horizontal fixing pattern; metric registration remains estimated. Inspection translations supply no spring release, thread disengagement, torque or verified service path. |
| Inner-wing and wheelhouse obstacles | Separate valance, broad top, outer closure, wing return and support web stay fixed around the running gear. | Manufacturer rubber-bumper panel architecture; all contours, sections and access-mouth stations remain estimates. No suspension travel or verified removal clearance. |
Keep configuration changes separate
The factory spring list uses CHA129 through GAN6-171477 and CHA570 from GAN6-171478. The later CHA570 catalog listing does not identify the springs on this 1975 car. The North American column list uses CHA341 from GAN6-154101; that is a catalog application, not a marking read from the fitted column. Moss distinguishes the later rack from earlier types, but the installed rack remains unidentified.
Use the existing owner evidence
IMG_6329 and IMG_6341 supply whole-car and left-hand-drive context; IMG_6855 supplies the installed engine-bay surroundings. Those views do not calibrate hidden pivots or establish spring and rack identities. The engine reconstruction and its measurements use a separate, unregistered frame. These new links do not resolve that transform or prove engine-to-column clearance.
What can be rehearsed now
Select and isolate each assembly to learn its place in the chain, and compare the factory parts plate with the modeled neighbors. Keep the lower link, removable spring seat, upper damper arm and steering arm distinct when planning a job. A seated coil represents stored load; the slider does not simulate releasing that load.
A physical spring, damper, swivel-axle or rack replacement still needs the applicable complete workshop procedure, support method, spring restraint, fastener specifications and final alignment checks. This study supplies no loosening sequence, tightening values or safe extraction direction. No service sequence is inferred from the exploded parts drawing.
The separate steering-lever study now exposes the two securing screws, common lock tab, carrier blind bores, lower tapered eye/stud stack and hollow gaiter. All sections and installed stations remain estimates.
Hub, bearing and brake surroundings
The front corner now has separate hub, inner/outer bearing, spacer, seal, retainer/cap, rotor, caliper, pad and shield references. Inspect both front mounting chains ↗. Their shared drawing datum and comparison dimensions do not establish fitted wheel offset, bearing orientation/preload, suspension alignment or a verified replacement procedure.