Windscreen frame, seals and body mounting
The former thick glass slab and solid posts are replaced by separate open glazing channels, pillars and body legs, seals, corner reinforcements, center rod and fixing roles. A tapered screen and splayed pillars now follow the raised door-glass lean. Pane local height and the door-glass base/lean remain. A photo-led rake correction now rotates the frame about the former lower pane center; fitted dimensions remain unverified. This assembly adds cabin and wiper-access obstacles; it does not establish a fitted windscreen or a removal route.
Inspect the assembly
Screen and quarterlight alignment
The old rectangular screen had parallel side pillars beside door glass that leaned inward. Owner IMG_6329 and IMG_6341 support a tapered surround and quarterlight alongside the pillar; the factory illustration also distinguishes those surrounding pieces. A shared reference construction now tapers the pane and splays the pillars, open channels and seals. The quarterlight front edges follow the pillar seal line, while their rear divider, the main door panes, carriers and regulator references stay in place.
The new pane widths are approximately 1143.026 mm at the bottom and 1059.795 mm at the top, replacing the prior 1075.267 mm rectangle. These are construction estimates, calculated from the existing door-glass base and inward lean. They are neither owner measurements nor factory glass specifications. Screen height 287.867 mm, center and −0.27 rad rake remain schematic; no overall-body width is used to rescale the car. The pane remains flat and 5 mm deep for display.
Body legs, foot grommets and round fixing envelopes follow the revised pillar positions. The center rod, its brackets and center-body fixing comparison, and the hood-bracket geometry are retained. No receiver, shim or body aperture is fabricated to force a fitted mounting. Both the seal line and the visible quarterlight/frame overlap are unloaded reference geometry; door travel, glazing curvature, compressed sealing, hood fit and removal paths remain unresolved.
Evidence already supplied
Factory architecture and configuration differences
Factory p.272 distinguishes glass and complete-screen branches, including North American high-impact laminated comparisons. P.273 separates pillars and top rails, with NA/Sweden branches distinct from other markets. P.274 separates bottom rail/corner reinforcements, center rod, pillar seals/retainers, body seal, center packing and foot grommets. No fitted part number, glazing marking or seal branch is selected.
Moss printed p.55 / PDF p.73 supplies four upper/lower leg fixing roles and two center-body bolts. The factory list gives one HPS408 center screw; that count difference remains unresolved. The six upper-rail screw roles and twelve retainer-rivet cues use estimated maps. Hardware is threadless and unloaded; the model does not establish fitted lengths, engagement or tightening.
Mounting and surrounding obstacles
Four shared bores pass through the new pillar legs. No A-post receiver, shim stack or body penetration is invented to accept them. Separate foot grommets indicate the missing body-crossing relationship. The center-rod brackets and packing expose another body joint; mirrors and sun visors remain incomplete. Hood-fastener brackets provide comparison boundaries without fitted header/latch engagement.
The anchored-rake source comparison still intersects the independent body references: the lower channel meets the scuttle by about 16,016 mm³, each pillar meets its scuttle corner by about 1,626 mm³, and the unloaded lower seal meets the bulkhead by about 10,848 mm³. Smaller contacts are recorded in the current source and validation metadata. These are reconstruction discrepancies, not actual-car interference measurements. No receiver, shim, body cut or body relocation is fabricated to hide them. The subsequent apron reconstruction changes the central shroud and wiper row while the windscreen and front-footwell exports remain held; see the scuttle study for the independent body-frame gaps.
Workshop use and remaining gaps
The glass, frame and carried seals move together in the inspection display, while body-fixing and packing comparisons remain independently selectable. That separation is illustrative. No verified release order, safe frame support, glazing installation procedure, torque, rod tension or windscreen withdrawal path is established. Reconcile the actual receiver positions, glazing curvature, loaded seals, body packing and neighboring wiper/door/hood relationships before treating this as a fitted replacement rehearsal.
A photo-led correction to the whole frame
IMG_6329 exposes all four approximate inner-pane corners. Under the retained wheel-derived camera and a separate rounded-EXIF-focal camera hypothesis, the former −0.27 rad schematic is too upright. Both diagnostic fits suggest about −0.49 rad (28.1° rearward from vertical). Their width solutions disagree substantially, so those fitted widths are not applied. IMG_6341 provides qualitative cross-view context, not an independent dimensional survey.
The selected construction rotates the whole screen/frame from −0.27 to −0.49 rad around the old lower pane center. That center’s body Y/Z coordinates, the 287.87 mm local pane height, and the existing door-glass base width/lean stay. Derived frame origin becomes approximately Y 1004.28 / Z 12.99 mm. The upper pane center moves about 58.69 mm rearward and 23.44 mm lower. These are model changes, not measured fitted dimensions. Pane widths continue to follow the held door-glass lean; no uniform width rescale is applied.
All seventeen native groups follow: glass, rails, pillars/legs, seals, rod, packing, hood brackets and fixing roles. Both quarterlight front edges update from the same seal-line construction; main door panes, rear dividers, door hinges, body, wipers, engine and bonnet stay. Frame/body receivers, compressed seals and working door/hood/wiper relationships remain unverified.
The factory windscreen drawing establishes component/configuration roles, not an installed rake dimension. No factory rake, curved-glass outline, fitted body survey or verified replacement procedure is inferred from its exploded perspective.
Current broader apron and bonnet relationship ↗ supersedes the earlier central-shroud contact sample. Screen source geometry stays; lower rail/seal and body receiver registration remain unresolved.