- Remove old drive shaft. Remove and discard the rubber ring seal that sits in the groove in the hub where the drive shaft was. Clean inside of the front hub and lightly lubricate this area with grease.
- Slide the Outer CV-joint of the new assembly through the hub from the rear (turn the steering to facilitate this, then straighten once inserted) and place the inner tripod joint on the 6 studs at the gearbox side. (you may need to flatten the Ligarex buckle further to allow easier fitting through the hub.
Pre 1971 cars that where delivered with aluminum tripod joints need the studs to be replaced by shorter ones of the later cars.
- Put the 6 nuts that secure brake disc and tripod to the gearbox into place and tighten them to 10,5 -15,5 kg/m (76 – 112 ftlbs)
- Put mounting plate on the spline of the outer CV-joint and use loctite or another thread locker on the spline.
- Use the Wheel nuts to push mounting plate on to the hub surface and place the two phillips screws.
- Place the M12 bolt and washers also using thread locker and tighten it to 13,5 kg/m. (98 ftlbs)
We are having problems getting people to send old exchange parts back to us for reconditioning when they buy reconditioned or re-manufactured items. For some items this is becoming a problem with supplies of old parts suitable for reconditioning running dangerously low. Of course not all old parts are suitable for reconditioning, so supplies will slowly diminish anyway, but this makes it even more important that as many parts are sent back for reconditioning as possible.
Until now the refundable surcharge has been a token amount, but we find most people just absorb the cost rather than send the old parts back, or maybe just never get around to it, so we are having to increase the surcharge to provide enough incentive for people to send the old parts back.
We were discussing this with some of the main suppliers in Europe last week and they are having the same problems. It’s not about the money, we do not make anything from the surcharge because whatever amount it is gets refunded, it’s about keeping the system working. Therefore the surcharge has to be greater than the cost of sending the old parts back or else it all grinds to a halt. All our surcharges will have to rise because of this, unfortunately.
If you have old parts that should have been sent back to a supplier somewhere, not just us, please send them back as soon as you can to help keep the system working.
If parts have to be made new from scratch due to lack of items to recondition, you will not like the quality or the price, so it’s in all of our interests to do our part in keeping the system working.
We recently had a Citroen DS23 in the workshop because of a knock, knock, knock sound when turning corners.
This is the tell-tale sign that an outer universal joint is worn out and sure enough, upon inspection the left side joint was in a fairly poor state. It must have been making the noise for some time as they will start to do this with only a little bit of play and this one had more than a little bit, but was by no means the worst I have seen.
The good news is that new drive shafts are readily available for all Citroen DS and ID models made after 1966.