The steering trapezoid is formed by three steering rods (one middle and two side), bipod, pendulum arm and steering knuckle arms. The side rods consist of two tips connected by a threaded split coupling. On the inside (short) tip - right-hand thread, on the outer - left. On the coupling, the threads are also of different directions, so when it is turned, the length of the lateral thrust can increase or decrease, which is necessary to adjust the toe-in. The coupling is fixed on the tips with clamps.
At the ends of the steering rods are ball joints. Their pins are tapered into the levers and locked into them with cotter pin nuts. The ball head of the finger rotates in a plastic insert, pressed against the hinge body by a spring. The other end of the spring rests against a steel plug rolled into the hinge body. Due to the taper of the outer surface of the liner and the inner surface of the hinge body, when the liner is pressed, a play is selected between the liner and the ball head of the pin.
To make sure that the insert is not jammed in the body, press the hinge body in the direction of the finger with a hand or a mounting blade - while the finger should go inside the body by 0.5–1.5 mm. If the hinge is jammed or there is noticeable play, the steering rod is replaced in it (steering tip). The hinge is protected from moisture and dirt by a rubber cover pressed onto the body. If the boot is damaged, replace it immediately by removing old grease from the hinge surface and adding new (ShRB-4).
The pendulum arm bracket is attached to the right side member with two bolts with self-locking nuts. The body of the bracket is cast, made of aluminum alloy. It has two plastic bushings in which the axis of the pendulum lever rotates. Top and bottom washers are put on the axle, which press the bushings to the bracket body. The lower washer rests against the pendulum lever fixed on the axle with a self-locking nut, the upper one against the nut with a cotter pin. This nut is tightened on the removed bracket so that the pendulum lever does not rotate under its own weight, but only under a load of 1–2 kgf. On the working surfaces of the bushings and in the space between the axle and the body, Litol-24 grease is laid. To protect against dirt, two rubber o-rings are installed between the washers and the lever body. When the bushings are worn, they are replaced; when the body or axle is worn, the bracket is replaced.
The steering mechanism is attached with three bolts with self-locking nuts to the left side member. Its body is cast aluminum alloy. At his bottom (elongated) parts are pressed two bronze bushings in which the shaft of the steering arm rotates. At the lower splined end of the shaft, a steering arm is fixed with a nut (it is installed on the shaft only in a certain position). On the upper part of the shaft, a tide with a cutout is made; it contains a double-ridged roller rotating in ball or needle bearings. A screw head enters the T-slot on the upper end of the shaft, which adjusts the gap between the roller and the worm (see below). The axial play of the head in the groove should not exceed 0.05 mm; this is achieved by selecting the thickness of the adjusting plate put on the screw. The screw moves along the thread in the steering gear cover and is locked with a nut and figured washer.
The worm of the steering mechanism rotates in two ball angular contact bearings, the clearance in which is regulated by the selection of gaskets between the body and the bottom cover (at the same time, oil is poured out of the mechanism, after the adjustment is completed, its level must be restored). With a properly adjusted gap, the moment of turning the worm shaft (with bipod shaft removed) should be within 20–49 N.cm. If it is less, reduce the thickness of the gasket package, if more, increase it. After installing the bipod shaft, the gap in the engagement of the roller with the worm is adjusted: the moment of resistance to turning the worm shaft when turning 30°to the right and left from the middle position should be 88–118 N.cm, and at large angles - no more than 69 N.cm. In practice, the simplest control is as follows: on the removed steering mechanism, the worm shaft must be rotated by hand with a noticeable increase in effort near the middle position, there should be no axial play of the shaft.
To fill oil into the crankcase of the steering mechanism, an opening is provided in the top cover, which is closed with a screw plug. Transmission oil is poured up to the edge of this hole (0.215 l), it also controls the level. Oil leakage is possible from under the bottom cover of the worm shaft bearing (due to its deformity) or through stuffing box seals of the bipod and worm shafts. Gearbox repair at home (with the exception of adjusting clearances and replacing seals) Not recommended.
The steering shaft is two-link, consists of the upper and intermediate shafts. The upper shaft rotates in two bearings with rubber bushings, rolled in the shaft bracket tube. In the lower part, a ring with a groove is welded to the shaft, into which the locking bolt of the anti-theft device enters. A steering wheel is fixed on the upper splined end of the shaft, its fastening nut is screwed.
The intermediate shaft has cardan joints at the ends with split splined tips, tightened by bolts; the lower one is connected to the worm shaft, the upper one - to the upper steering shaft.
Steering safety is ensured by folding the steering shaft due to cardan joints and special fastening of the steering shaft bracket. The latter is attached to the body bracket at four points: on top - on welded bolts with nuts and washers, on the bottom - with special detachable bolts with fixing plates. In a collision, the edges of the fixing plates are deformed and slip through the rectangular holes of the steering shaft bracket. At the same time, due to the folding of the steering shaft, the steering wheel does not move back, but up and forward, reducing the likelihood of injury to the driver's chest.