General information about car suspension (Opel Corsa C)

Attention: When assembling suspension and steering components, it is imperative to comply with the tightening force requirements for threaded connections (see Specifications)!

Note: Meriva models, unlike Corsa C models, have a wider (by 20 mm) track due to a change in the design of the transverse levers. Otherwise, the suspensions of both models are fundamentally similar.

1. The design of the independent front suspension with a subframe and lower control arms, MacPherson struts and an anti-roll bar is shown in the accompanying illustration. The supporting element of the front suspension is a closed subframe, which is attached to the body at 4 points through damping supports. The subframe contains the attachment points for the transverse arms, steering gear, radiator and engine mounts. The damping supports compensate for oscillations and vibrations of the power unit along the vertical axis, and the engine mounts compensate for them in the longitudinal direction. The struts consist of telescopic shock absorbers and coil springs and are attached with their upper ends to reinforced supports on the mudguards of the front fenders, and with their lower ends to the assemblies of the steering knuckles by means of bolted connections. The hub and wheel bearing of the front wheel are installed in the steering knuckle and do not require routine maintenance. The lower parts of the steering knuckles are connected to the lower transverse suspension arms by means of ball joints. The levers are attached to the subframe by their inner ends, one of which (the front one) has a hydraulic support to reduce noise and vibration when the car is moving. The levers are designed to limit the lateral and longitudinal movement of the front wheels. An anti-roll bar is included in the standard equipment of all models. The stabilizer is attached to the subframe and connected to the shock absorber struts of the suspension by means of two vertical struts. It is designed to compensate for the lateral roll of the car body when cornering. On these models, both ends of the coil springs have a conical taper. Due to this shape, compensation for lateral forces acting on the shock absorber rod is ensured, without the usual in such cases installation of the springs at an angle. At the same time, the springs themselves take up less space and have less weight. The front suspension does not require maintenance during operation.





2. The rear suspension consists of 2 longitudinal levers on which the hub assemblies are mounted. The levers are connected to each other by means of a cross beam. The beam design depends on the engine power and the vehicle's load capacity. On models equipped with low-power engines, a U-shaped cross beam with a torsion shaft inside is installed (see illustration 1.2a). Models with more powerful traction and lifting characteristics are equipped with a tubular profile beam (see illustration 1.2b). The front ends of the levers are equipped with rubber-metal supports. Bolts are threaded through them, fixing the suspension arms in brackets bolted to the body side members. On Meriva models, the rear suspension is equipped with an anti-roll bar to reduce the roll of the car when cornering and to ensure more reliable traction of the rear wheels with the road surface. The rear suspension is sprung by two coil springs and two shock absorbers. The upper ends of the shock absorbers are attached to the supporting elements of the body bottom. The springs are installed separately from the shock absorbers and are fixed with two seats, one of which is attached to the flange on the suspension, the other - to the bottom of the car. The suspension fastening elements given the design do not take up space in the luggage compartment, due to which the useful volume of the latter is increased. The rear wheel hubs with bearings are made in the form of single non-separable units and do not require routine maintenance. On models equipped with drum brakes, the wheel bearings are installed in the brake drum hub.







3. The main elements of the steering system are the steering wheel with the steering column, the steering gear with the toothed rack and the steering rods (see accompanying illustration). The column is connected to the mechanism by means of an intermediate shaft equipped with crosspieces. The upper section of the steering column is equipped with a lock that blocks the steering gear. The steering column transmits the control movement to the steering gear via a toothed engagement with the rack. The steering gear is mounted on the front suspension subframe. The steering rods are attached to the steering knuckle arms using tips. The steering gear must not have any play and, accordingly, has no adjustment indicators. During maintenance, it is only necessary to check the condition of the dust boots and tips of the steering rods. If the dust boots are damaged or play appears as a result of wear of the tips, the corresponding elements must be replaced. The models described in this Manual are equipped with an electric power steering. The electric motor of the drive creates additional force on the steering column depending on the direction of rotation and ensures the rotation. The electric power steering does not require routine maintenance. The driver's airbag module is mounted in the hub of the steering wheel. The operating features of the additional safety system (SRS) are described in Chapter "Controls and operating techniques".





4. Often, when replacing suspension components, you have to deal with fasteners that are difficult to loosen. The fasteners "stick" because they are constantly exposed to external influences, are in contact with water, dirt, soot and other substances that promote corrosion. In order to facilitate the procedure of loosening such "stuck" fasteners, they should be soaked in plenty of penetrating oil or a special rust-corroding agent in advance. Cleaning the exposed threaded parts of the fasteners with a stiff wire brush also helps to loosen rusted nuts. In particularly difficult cases, you can use a chisel/punch and a heavy hammer to loosen a "stuck" bolt/nut. Make sure that the chisel/punch does not come off, try not to damage the threads with imprecise blows. In extreme cases, you can heat up the stubborn fastener and the components around it with a blowtorch or gas burner. Due to its potential danger associated with the possibility of fire and the risk of burns, this technology should only be used if all other methods have failed. Various types of extensions, collars and pipe attachments are designed to increase the torque when loosening the fastener. Sometimes the nut/bolt begins to give in after it has been slightly tightened clockwise. All fasteners, the loosening of which required the use of extraordinary measures during assembly, are subject to replacement!

Note: After delivery, carefully check the condition of the fasteners and, if necessary, replace them with elements of the same size.

Attention: Never perform repairs by straightening or welding deformed and damaged suspension and steering components - replace defective parts with new ones!

5. Since suspension component maintenance procedures are performed under the vehicle, care should be taken in advance to ensure that the vehicle can be lifted and secured in the raised position (prepare a reliable jack and stands).

Caution: Never carry out any work under a vehicle that is secured in a raised position only by means of a jack!

6. Optimum running characteristics and minimal tire wear are achieved with correct wheel angles. In case of uneven tire wear and unsatisfactory road stability, it is necessary to check the suspension geometry and wheel alignment. This will require a number of optical measurements, which can only be performed with special equipment.