Steering
The system comprises of a steering wheel attached to a collapsible upper column assembly, which is fixed to the dash frame. The upper column connects to a rigidly mounted rack and pinion assembly via an intermediate shaft. Two Universal Joints (U/Js) on the intermediate shaft provide correct alignment with the steering rack pinion. The steering rack track rods connect to rearward facing steering arms bolted to the forged steel front uprights.
The components are set at the factory to provide steering geometry with 30% Ackermann effect, and toe-out on bump.
The alloy steering wheel is of three spoke construction with a moulded rubber, leather trimmed rim. It is secured to a boss using four bolts. The boss, in turn, fits to the upper column using 36 non-indexed splines. It is secured with a tab washer and a nut and is held in compression by a spring fitted to the end of the steering column.
Two horn buttons are mounted one on each of the upper two spokes. A centrally mounted air bag is fitted and is secured to the steering wheel using two bolts. The horn buttons and air bag connect through a clockspring (not illustrated) which is secured to the boss by two bolts.
The upper steering column assembly comprises an inner column, connecting the steering wheel to the intermediate shaft, and a tubular steel outer column which incorporates an alloy upper bearing housing supporting the inner column. The column lever switches for lighting/cruise control and wiper/washer controls also mount onto the bearing housing assembly. The upper steering column is not adjustable.
The inner and outer columns telescope when subjected to severe impacts. The two part inner column is fixed together by plastic pins that will shear when a specified axial load is exceeded, telescoping the column.
The two part outer column tube uses gripper rings to maintain the correct column length, with the lower part mounted by a single fixing to the chassis dash frame using a steel bracket. The upper part of the column is mounted onto extruded brackets located to either side, which are also mounted onto the scuttle beam. The upper column mounting flanges incorporate open slotted mounts fitted with ‘break out’ alloy inserts held in place by plastic retaining pins. The upper column mounting bolts pass through the instrument pack mounting plate, through the slotted upper column mounts and tighten into the extruded aluminium mounting brackets.
The intermediate steering column consists of a symmetrical splined shaft and two U/Js. The lower joint uses an non-indexed 36 spline connection to the steering rack pinion shaft. The upper U/J accommodates a boss on the end of the upper column, which has splines and a pinch bolt groove allowing assembly in only one orientation. The intermediate shaft itself uses splined joints at its ends, each with indexed pinch bolt grooves. A foam grommet provides the seal between the steering column and the bulkhead. In service, the column and U/Js are only available as a complete assembly.
The steering rack consists of a cast alloy pinion housing mated to tubular steel rack housing. It is rigidly mounted inside a transverse box section extrusion in the chassis behind the top wishbone rear pivots. The rack assembly is secured at the LH and RH ends by bolts, which are accessible from the driver and passenger footwells.
The pinion shaft is centralized in the pinion housing on a lower needle roller and upper ball bearing assembly, all retained by a circlip and protected from dirt and water ingress by an oil seal. The pinion is not serviceable.
The rack bar slides in hollow synthetic sleeves which are pressed into either ends of the steering rack assembly. At each end of the rack are ball joint sockets, into which the steering track rods are located. In service, the rack is only available as a complete unit with fitted track rods but excluding track rod ends.
| Description | Specification |
| Turns - lock to lock (curb-to-curb) | 2.84 |
| Turning circle | 36 ft 7 in (11.2 m) |
| Overall ratio | 15.8 : 1 |
Rubber, convoluted gaiters are fitted to each end of the steering rack to prevent the ingress of water or dirt that could lead to premature wear of track rod inner ball joints and the rack and pinion mechanism. The gaiters are secured at either with spring clips. The convoluted design allows the gaiters to expand and contract with the travel of the rack and movement of the track rods.
Each track rod has a non–handed track rod end fitted at either end. Track rod ends are threaded internally to fit to the track rod and are secured by a lock nut. The tapered ends of the outer track rod ball joints fit into a corresponding tapered hole in the steering arm extending from each front hub. They are secured in position by a lock nut. The track rod ends, by being fitted to threaded track rods provide for the adjustment of steering alignment.
Track rod ends are non-servicable items and must be replaced in the event of a split gaiter or excessive wear.
The purpose of the steering system is to aid the driver in maintaining control of the vehicle's direction. The collapsible steering column design and an air bag mounted in the center of the steering wheel provides protection to the driver in the event of a frontal collision. For further information, refer to this information.
In the event of a severe impact being applied to the column via the steering wheel during a frontal collision, the plastic retaining pins in the column flange inserts will shear. This allows the upper part of the column to break free of the upper fixings and telescope forwards, reducing the potential for column induced injury.
Following the collapse of the column the outer section of the upper column will have shortened and the flange will have broken out of the insert (see illustration below) and the column will need to be replaced.
NOTE: Attempting to remove the steering wheel using incorrect equipment and/or methods may cause the upper column to collapse: always refer to the Service Manual.
As the pinion is turned by the steering wheel, via the connecting shafts and U/Js, it forces the rack to slide either to the right or left, moving the steered wheels via the track rods, steering arms and front uprights. The small number of teeth on the pinion gear compared to the rack gear give the driver a mechanical advantage, thus making steering easier.
Wheel alignment refers to the parallelism of the wheels when viewed from above. The wheels are said to 'toe-in' when the wheel paths converge ahead of the vehicle and 'toe-out' when they diverge.
To adjust wheel alignment:
| Description | Front | Rear | Notes |
| Toe | +0.1 mm Nominal (-0.5 mm to +0.7 mm total) | +3.0 mm Nominal (+2.4 mm to +3.6 mm total) | Difference side/side 0.3 mm |
NOTE: In order to preserve the required bump steer characteristics and Ackermann effect, the effective length of each track rod must remain equal. Adjust each track rod by a similar amount.
If the vehicle is involved in an accident or any part of the column is subjected to an abnormal load including air bag deployment, the column should be carefully examined to establish if any telescoping has occurred. Perform the following checks and replace the complete upper column assembly if any of the dimensions are outside specification:
Outer column: Measure the length of the lower part of the outer column as shown: Specification = 80 mm ± 1 mm.
Inner column lower: Measure the length of the exposed part of the inner column as shown: Specification = 58 mm ± 1 mm.
Inner column upper with the steering wheel removed: Measure the length of the exposed part of the upper column as shown: Specification = 76 mm ± 1 mm.
Alloy 'Break out' inserts: Remove the column shrouds and the column flange fixing bolts, and check that each of the 'break out' inserts is securely attached to the column flange. If the plastic pins are sheared, the column assembly must be replaced.