1999 Citroen Saxo VTR? The long and winding road....
Discussion
OK, to pick it up (because I know you're all literally on the edge of your seats....)
With the engine back together, and slightly cleaner than it was before, I set about doing my best to make sure the clutch wasn't awful to use anymore. That involved basically changing as many components as the man from Citroen could find, one of which was the nose cone that the clutch release bearing slides along:
Old:
Removed:
New:
Piece of piss. It even came with a new input seal fitted, so it was the three bolts, and job done. I also changed the clutch release arm bushes, along with the driveshaft output seals:
I fitted the gearbox to the engine, and moved back to get the car sorted. I'd decided to renew the clutch cable, not because it was failing, but because it's such a prick to get to (even with no engine) that it just made sense. The original was nearly 20 years old, though I was sad to lose a genuine part, because I'm a geek.
So, it's OEM out, Motaquip in....
Oh, what's this?:
Could it really be....?!:
Well spank my ass and call me a milkfloat - it's a genuine cable! Makes sense, because Motaquip (as a brand) was PSA-owned until a couple of years ago, ergo any old French tat you need parts for, look up the Motaquip N.O.S. on eBay and the like first, because it's often the good s
t!
So, clutch control off to a flyer, attentions moved to the steering, which has been knocking, and clonking its nads off. There has also been this uneasy sense that there is a lot of play in the rack (or something), as any movement of the wheel left-to-right results in this dead response feeling before the steering reacts. It's especially bad over bumps, mid-corner.
I had a good look at the rack, and truth be told, there was very little play in it. I spoke to other Saxo/106 owners, and many confirmed this also have a small amount of play, but with no issue. With steering racks at £300 or so (more than the £30 I paid for the AX GT one!) I decided to pray to the gods of that crap I was going on about before (ohphuckett or something?) and hope the rack wasn't the problem. Changing the rack with the engine in-situ is almost a no-go with the 16v lump in there, as there's just such little access.
I elected to focus on everything else in the circuit. The top mounts were relatively new, so I left those, but the rack itself needed its gaiters renewing, and that meant removing the inner swivel joint (a double-ended balljoint that each tie rod attaches to), so this along with the track rod ends were ditched for new. In fact, the inner joint (a First Line part) came with the gaiters included. Here's the old:
Meanwhile, I wanted to switch all the suspension bushes for poly. I'd basically refreshed the entire front end on the AX GT I had, and the results were so brilliant that I wanted to replicate this with the Saxo, so I bought in everything Powerflex made for the Saxo (except the lower engine mount - didn't make that mistake again!)
This kit included the front wishbone rear bush, which is a D-shape affair that fastens underneath your feet. However, the Powerflex one allowed me to bore my wife to tears, because you'll notice the mounting hole is 10mm lower than in the original. This is intentional; Powerflex claim it substantially reduces pitch/dive under hard acceleration, and therefore torque steer, because it lowers the rear of the wishbone 10mm which helps deflect movement. Somehow, I'm still married...
It's not all great, however, because on the various Saxo pages I frequent, on Facebook there was a post (which I found having sifted through endless ste with terrible modifications, dumb questions and general bellendery) highlighting an issue with these bushes:
Looks like the supplied brackets aren't up to snuff! This isn't the result of a crash, or anything extreme like that. By all accounts a bump can do it!
So, I decided to modify them, to prevent this happening to me (or my wife, who will mostly be driving it):
All that remained was to remove the old bushes from the wishbones (which themselves were fine), and fit the new ones.
Removing the old ones was....involved. First I tried extraction by heat, studding and torque:
When that failed, I tried extraction by hole-saw:
And when that failed, I questioned my own sanity.
So finally, I tried extraction by grinder:
And because they now fitted in the press, extraction by pushing the fk out of it:
Removal of the rear ones was....well, just.....just don't:
Anyway, with the perfectly serviceable original bushes pointlessly removed, I was now able to dust the arms over with some pretty gloss black, and install the new bushes:
The other beauty of these bushes, other than improved steering feel, tighter cornering, lack of suspension knocks over bumps and the lifetime warranty, is the fact that they act as bearings; the inner tube isn't bonded to the bush:
Which means it'll freely move around, even when torqued up:
That's probably why they last much longer: They're not being twisted this way and that!
In the background, a good used lower strut brace makes an appearance:
So along with all the additional welding and strengthening, the lower brace should improve things further. That's the plan, anyway!
With the engine back together, and slightly cleaner than it was before, I set about doing my best to make sure the clutch wasn't awful to use anymore. That involved basically changing as many components as the man from Citroen could find, one of which was the nose cone that the clutch release bearing slides along:
Old:
Removed:
New:
Piece of piss. It even came with a new input seal fitted, so it was the three bolts, and job done. I also changed the clutch release arm bushes, along with the driveshaft output seals:
I fitted the gearbox to the engine, and moved back to get the car sorted. I'd decided to renew the clutch cable, not because it was failing, but because it's such a prick to get to (even with no engine) that it just made sense. The original was nearly 20 years old, though I was sad to lose a genuine part, because I'm a geek.
So, it's OEM out, Motaquip in....
Oh, what's this?:
Could it really be....?!:
Well spank my ass and call me a milkfloat - it's a genuine cable! Makes sense, because Motaquip (as a brand) was PSA-owned until a couple of years ago, ergo any old French tat you need parts for, look up the Motaquip N.O.S. on eBay and the like first, because it's often the good s
t!So, clutch control off to a flyer, attentions moved to the steering, which has been knocking, and clonking its nads off. There has also been this uneasy sense that there is a lot of play in the rack (or something), as any movement of the wheel left-to-right results in this dead response feeling before the steering reacts. It's especially bad over bumps, mid-corner.
I had a good look at the rack, and truth be told, there was very little play in it. I spoke to other Saxo/106 owners, and many confirmed this also have a small amount of play, but with no issue. With steering racks at £300 or so (more than the £30 I paid for the AX GT one!) I decided to pray to the gods of that crap I was going on about before (ohphuckett or something?) and hope the rack wasn't the problem. Changing the rack with the engine in-situ is almost a no-go with the 16v lump in there, as there's just such little access.
I elected to focus on everything else in the circuit. The top mounts were relatively new, so I left those, but the rack itself needed its gaiters renewing, and that meant removing the inner swivel joint (a double-ended balljoint that each tie rod attaches to), so this along with the track rod ends were ditched for new. In fact, the inner joint (a First Line part) came with the gaiters included. Here's the old:
Meanwhile, I wanted to switch all the suspension bushes for poly. I'd basically refreshed the entire front end on the AX GT I had, and the results were so brilliant that I wanted to replicate this with the Saxo, so I bought in everything Powerflex made for the Saxo (except the lower engine mount - didn't make that mistake again!)
This kit included the front wishbone rear bush, which is a D-shape affair that fastens underneath your feet. However, the Powerflex one allowed me to bore my wife to tears, because you'll notice the mounting hole is 10mm lower than in the original. This is intentional; Powerflex claim it substantially reduces pitch/dive under hard acceleration, and therefore torque steer, because it lowers the rear of the wishbone 10mm which helps deflect movement. Somehow, I'm still married...
It's not all great, however, because on the various Saxo pages I frequent, on Facebook there was a post (which I found having sifted through endless s
te with terrible modifications, dumb questions and general bellendery) highlighting an issue with these bushes:Looks like the supplied brackets aren't up to snuff! This isn't the result of a crash, or anything extreme like that. By all accounts a bump can do it!
So, I decided to modify them, to prevent this happening to me (or my wife, who will mostly be driving it):
All that remained was to remove the old bushes from the wishbones (which themselves were fine), and fit the new ones.
Removing the old ones was....involved. First I tried extraction by heat, studding and torque:
When that failed, I tried extraction by hole-saw:
And when that failed, I questioned my own sanity.
So finally, I tried extraction by grinder:
And because they now fitted in the press, extraction by pushing the f
k out of it:Removal of the rear ones was....well, just.....just don't:
Anyway, with the perfectly serviceable original bushes pointlessly removed, I was now able to dust the arms over with some pretty gloss black, and install the new bushes:
The other beauty of these bushes, other than improved steering feel, tighter cornering, lack of suspension knocks over bumps and the lifetime warranty, is the fact that they act as bearings; the inner tube isn't bonded to the bush:
Which means it'll freely move around, even when torqued up:
That's probably why they last much longer: They're not being twisted this way and that!
In the background, a good used lower strut brace makes an appearance:
So along with all the additional welding and strengthening, the lower brace should improve things further. That's the plan, anyway!
I'll try to update as much as I can here, but no guarantees I'll finish it!
So, the engine and gearbox are back together. I've fitted new dampers into the front struts, and cleaned/greased the top mount bearings. I desperately need to sharpen the steering up, and get rid of the play (and the big TWANG!!) that it emits each time I rotate the steering wheel.
Before I refit anything mechanical, the bulkhead lining needs to go back in. It's misshapen now, in the top right corner, as I accidentally made it go on fire.
It's OK, the man from Citroen will be able to get a new one. It's not like it's a 20 year old car or anyth......
So, I decided to fit new track rod ends, and a new inner tie rod joint. On the Saxo, there is this double-ended balljoint that sits in the centre of the rack, meaning that the tie rods and associated paraphernalia can be used on both left and right-hand drive cars. Money savings!
Here're the new joints:
With the drivetrain and wheels refitted, it was time to put the Saxo back down on the ground. Only problem was the jack that I used to raise it was now occupied elsewhere, and the remaining jacks didn't go high enough.
So, I could either fart around with blocks of wood to lift the little jack up, or I could be more enterprising...
And outside again for the first time it what feels like a very long time!
A quick renewal of more perishable items later:
Along with some home-brewed modifications to try and improve the gearshift (it's still quite loose, and vibraty)
Heatshrink and CV grease.....done!
Not all gearshift mods were home-brewed, though. Brand new bits!
To go in here:
And then....engine in!
It's all going so well! I can see no way where this could go pear-shaped. None!
OK, so the original 20 yr old catalytic converter wasn't hanging in there as gamely as I'd have liked, but I can hardly moan! Course, you can't buy these anymore, only aftermarket ones that don't fit.
So, being that it still functions perfectly....MIG time!
Yeah, yeah.....I know. In my defence, it's a rusty old bit of pipe, and it's rusty along the seams of the original weld. And I was in a hurry as the gas was running low. And I was late to go home. And....
It does a job, and the cat will live on, hole-free!
Before the exhaust, goes the anti-roll bar:
And with that, on goes the brand new old stock genuine VTR backbox, which will sound a little bit fruitier, as the VTS should have a larger silencer.
It's all great! Really good stuff. Couldn't ask for more. Then I decided to have a conversation with myself...
What's that?
Give the clutch a try?
Why? It's new! I changed it, because the old one felt so bad to use. It's because it's a cheapo one, with fewer sprung fingers. It's heavier, and there's less control.
Yeah, I changed it for the same brand I used on the AX, and that was lovely.
No, I didn't check it first. Why would I? AX....lovely. Remember?
Fine, OK, I'll try it out, just to satisfy your concerns. But it's a waste of time, as it's a decent, brand new clutch, with a new nose, and cable, and even some of the bushing. But I'll try it out, if it makes you happy.
Well, did you try it?
Did you?
*dials 999*
Hello? Police please! Yes, I think someone has assaulted themselves in a vehicle workshop. There's blood all over what appear to be piece of a small clutch kit, and someone has scrawled "DIE PRICK CLUTCH DIE" in blood on the windscreen of a Citroen Saxo. OK, I'll hold.
And so it seems my fatal error (cos I killed myself with a clutch, see) has made itself known.
I have, unwittingly, fitted exactly the same kind of clutch as the last one, and in a very nonchalant style, too.
Well, I'm not having it. It's not going to be driven if it doesn't drive right, so, following a quick shopping spree on eBay to find a Valeo item (the OEM supplier), I pulled the gearbox back off, because I didn't like the way the pedal felt:
The Valeo item rocked up, and...
...it's clear to see the differences:
That's bound to be the only mechanical drama, though. There won't be any other problems.
Smooth sailing from here!
So, the engine and gearbox are back together. I've fitted new dampers into the front struts, and cleaned/greased the top mount bearings. I desperately need to sharpen the steering up, and get rid of the play (and the big TWANG!!) that it emits each time I rotate the steering wheel.
Before I refit anything mechanical, the bulkhead lining needs to go back in. It's misshapen now, in the top right corner, as I accidentally made it go on fire.
It's OK, the man from Citroen will be able to get a new one. It's not like it's a 20 year old car or anyth......
So, I decided to fit new track rod ends, and a new inner tie rod joint. On the Saxo, there is this double-ended balljoint that sits in the centre of the rack, meaning that the tie rods and associated paraphernalia can be used on both left and right-hand drive cars. Money savings!
Here're the new joints:
With the drivetrain and wheels refitted, it was time to put the Saxo back down on the ground. Only problem was the jack that I used to raise it was now occupied elsewhere, and the remaining jacks didn't go high enough.
So, I could either fart around with blocks of wood to lift the little jack up, or I could be more enterprising...
And outside again for the first time it what feels like a very long time!
A quick renewal of more perishable items later:
Along with some home-brewed modifications to try and improve the gearshift (it's still quite loose, and vibraty)
Heatshrink and CV grease.....done!
Not all gearshift mods were home-brewed, though. Brand new bits!
To go in here:
And then....engine in!
It's all going so well! I can see no way where this could go pear-shaped. None!
OK, so the original 20 yr old catalytic converter wasn't hanging in there as gamely as I'd have liked, but I can hardly moan! Course, you can't buy these anymore, only aftermarket ones that don't fit.
So, being that it still functions perfectly....MIG time!
Yeah, yeah.....I know. In my defence, it's a rusty old bit of pipe, and it's rusty along the seams of the original weld. And I was in a hurry as the gas was running low. And I was late to go home. And....
It does a job, and the cat will live on, hole-free!
Before the exhaust, goes the anti-roll bar:
And with that, on goes the brand new old stock genuine VTR backbox, which will sound a little bit fruitier, as the VTS should have a larger silencer.
It's all great! Really good stuff. Couldn't ask for more. Then I decided to have a conversation with myself...
What's that?
Give the clutch a try?
Why? It's new! I changed it, because the old one felt so bad to use. It's because it's a cheapo one, with fewer sprung fingers. It's heavier, and there's less control.
Yeah, I changed it for the same brand I used on the AX, and that was lovely.
No, I didn't check it first. Why would I? AX....lovely. Remember?
Fine, OK, I'll try it out, just to satisfy your concerns. But it's a waste of time, as it's a decent, brand new clutch, with a new nose, and cable, and even some of the bushing. But I'll try it out, if it makes you happy.
Well, did you try it?
Did you?
*dials 999*
Hello? Police please! Yes, I think someone has assaulted themselves in a vehicle workshop. There's blood all over what appear to be piece of a small clutch kit, and someone has scrawled "DIE PRICK CLUTCH DIE" in blood on the windscreen of a Citroen Saxo. OK, I'll hold.
And so it seems my fatal error (cos I killed myself with a clutch, see) has made itself known.
I have, unwittingly, fitted exactly the same kind of clutch as the last one, and in a very nonchalant style, too.
Well, I'm not having it. It's not going to be driven if it doesn't drive right, so, following a quick shopping spree on eBay to find a Valeo item (the OEM supplier), I pulled the gearbox back off, because I didn't like the way the pedal felt:
The Valeo item rocked up, and...
...it's clear to see the differences:
That's bound to be the only mechanical drama, though. There won't be any other problems.
Smooth sailing from here!
Edited by Kitchski on Wednesday 10th July 15:22
We're cooking on gas again! The engine has a bunch of sprockets bolted to the end of it once more, and this time the method of disengaging them is smooth and satisfying, rather than st and sharp. Win.
On to another gripe; Oil leaks! I'd already blitzed round the engine hunting down areas that could cause a lack of vacuum on the crankcase (and therefore leakage), but attention also needed to be paid to the leaky joins themselves. The rocker covers of the TU5J4 in particular, are a right royal pain in the chuff! Cast in France's best alloys, they originally came with a rubber gasket fitted, from new.
However, in a typical display of French "fk you, we do it our way" ness, you can't buy or fit replacement gaskets. Your only option is to create a bead of sealant, and try to recreate a gasket of sorts. Or, you buy a brand new pair (because there are two, obviously) of rocker covers, complete with new gaskets attached. Man from Citroen, he say.....well, you get the idea with that.
Which ever sealant you use, and whatever procedure you concoct, the result is the same; It doesn't work. Oil goes on manifold > fumes go up nose > love for tinny little hatchback goes down drain.
PSA threw owners and dealerships alike a bone, in the form of the TU5JP4 rocker covers: Used on the later 110bhp and 125bhp versions of the DOHC TU lump that featured in such classics as the C3 XTR, and the Pluriel (and the C2 VTS; GT, and horrible VTR thing), in true modern-tat fashion these used plastic covers, with renewable gaskets.
It's now common to find older J4 cars running JP4 rocker covers, for the oily reasons above.
Then came Thermatec.....whoever they are.
I have to admit, at £30, I was surprised these weren't made from platinum, but even made of plastic (poly or nylon, or something) it still seemed a bargain if the alternative was more leaks.....if they work, that is.
t and sharp. Win.On to another gripe; Oil leaks! I'd already blitzed round the engine hunting down areas that could cause a lack of vacuum on the crankcase (and therefore leakage), but attention also needed to be paid to the leaky joins themselves. The rocker covers of the TU5J4 in particular, are a right royal pain in the chuff! Cast in France's best alloys, they originally came with a rubber gasket fitted, from new.
However, in a typical display of French "f
k you, we do it our way" ness, you can't buy or fit replacement gaskets. Your only option is to create a bead of sealant, and try to recreate a gasket of sorts. Or, you buy a brand new pair (because there are two, obviously) of rocker covers, complete with new gaskets attached. Man from Citroen, he say.....well, you get the idea with that.Which ever sealant you use, and whatever procedure you concoct, the result is the same; It doesn't work. Oil goes on manifold > fumes go up nose > love for tinny little hatchback goes down drain.
PSA threw owners and dealerships alike a bone, in the form of the TU5JP4 rocker covers: Used on the later 110bhp and 125bhp versions of the DOHC TU lump that featured in such classics as the C3 XTR, and the Pluriel (and the C2 VTS; GT, and horrible VTR thing), in true modern-tat fashion these used plastic covers, with renewable gaskets.
It's now common to find older J4 cars running JP4 rocker covers, for the oily reasons above.
Then came Thermatec.....whoever they are.
I have to admit, at £30, I was surprised these weren't made from platinum, but even made of plastic (poly or nylon, or something) it still seemed a bargain if the alternative was more leaks.....if they work, that is.
Managed to hit Submit, instead of Preview. I never cease to amaze myself.
Anyway, le gaskete:
This is great, because it means I get to retain the cast alloy covers (which we don't see enough of these days). The fact I painted them in bright red crackle paint a few years ago...well, another day.
The car slowly starts to dress itself...
Lows innit:
I have to admit, I enjoyed seeing it on the VTR rims again, but once the new headlamps were on, it really started to pay off:
One of the parts the man from Citroen actually say yes to:
£48 each....new arch liners. There was a time where I'd have punched myself for spending that on plastics! But how much long will they be available? And do Saxos rust so badly because all the plastic trim they use to protect them breaks off? Who knows? No, genuinely, who knows!? I don't!
Bit by bit, the once chavved (to an small extent in comparison with other Saxos, but any amount is risking it for a biscuit when it comes to social standing) continues its transformation into....well, what it was before it was transformed the first time.
Seeing it with the original reg back on was cool.
I'm a big advocate of making sure your wheel alignment is spot on. I don't have the equipment to do it properly, but I do have some roll-over gauges, just to give me a fighting chance of making it to the only place in the area I trust, about 20 miles away in Southampton!
I think I guessed it wrong, first time, as it broke the needle out of the gauge! After some minor tweaks, I had it near enough neutral, though, oddly, I sometimes found it read something different afterwards. Possibly the gauge, or the new tyres scrubbing in? Or an uneven floor? Or unusually high-gravitational energy under the workshop, like on Interstellar, only without a bookcase, or the McConaughey.
As usual, I think nothing of it, and move on. Nothing could be wrong there, could it?
And like that, the Saxo was outside! I mean, it wasn't finished, but it was outside. All the problems, like oil leaks; random stuttering/cutting out; woolly steering; guff clutch....it would all be mint. New. Precious.
Happy days! Right?
Anyway, le gaskete:
This is great, because it means I get to retain the cast alloy covers (which we don't see enough of these days). The fact I painted them in bright red crackle paint a few years ago...well, another day.
The car slowly starts to dress itself...
Lows innit:
I have to admit, I enjoyed seeing it on the VTR rims again, but once the new headlamps were on, it really started to pay off:
One of the parts the man from Citroen actually say yes to:
£48 each....new arch liners. There was a time where I'd have punched myself for spending that on plastics! But how much long will they be available? And do Saxos rust so badly because all the plastic trim they use to protect them breaks off? Who knows? No, genuinely, who knows!? I don't!
Bit by bit, the once chavved (to an small extent in comparison with other Saxos, but any amount is risking it for a biscuit when it comes to social standing) continues its transformation into....well, what it was before it was transformed the first time.
Seeing it with the original reg back on was cool.
I'm a big advocate of making sure your wheel alignment is spot on. I don't have the equipment to do it properly, but I do have some roll-over gauges, just to give me a fighting chance of making it to the only place in the area I trust, about 20 miles away in Southampton!
I think I guessed it wrong, first time, as it broke the needle out of the gauge! After some minor tweaks, I had it near enough neutral, though, oddly, I sometimes found it read something different afterwards. Possibly the gauge, or the new tyres scrubbing in? Or an uneven floor? Or unusually high-gravitational energy under the workshop, like on Interstellar, only without a bookcase, or the McConaughey.
As usual, I think nothing of it, and move on. Nothing could be wrong there, could it?
And like that, the Saxo was outside! I mean, it wasn't finished, but it was outside. All the problems, like oil leaks; random stuttering/cutting out; woolly steering; guff clutch....it would all be mint. New. Precious.
Happy days! Right?
Finally! I'm updating the Saxo thread!
So, I left it on another of my (now trademark) crap cliffhangers of anxiousness. Everything was going to be great with the Saxo now, right?
Wrong. Observe:
https://youtu.be/S80wHdknGhw
Yes, that's the brand new inner tie rod joint with copious amounts of play. I mean, seriously...what the actual fk?!
It then dawned on me that I may have already changed this joint. The one I removed may not have been as old as I thought after all, though it was quite likely ready for the skip. The car was "terrifying" (to quote my wife) to drive, and this joint was the cause. Imagine torque-steer, only all the time, regardless of throttle load; That's what it was like! It was as crap as you can imagine.
So, it was time to take it all back out....again:
This time, however, I was going to stop buying the factor parts, and go straight to the man from Citroen. This time - amazingly - he say yes! Citroen can still supply these joints! It had to come from France, but it was possible. Happy days.
Old ste out:
Old ste (top) laid alongside genuine new, not ste component (bottom). Middle component is another item I ordered from Autodoc (very useful site!), branded as SASIC. Googled them, turns out they're a French company, so I figure they're worth a punt too, as someone had to supply Citroen, right? If I've got a brand new genuine one, all I've got to do is match it up with the OEM part in the OEM branded packaging, and I'm cooking on gas!:
This proved not to be the case. Seemed a bit too good to be true, but it was outright bad when I learned that the SASIC one and the First Line one I removed, were indeed, the same part. Balls.
To be fair, I had already assumed Ruiville were the OEM, but those parts seemed unavailable everywhere I looked. I was determined not to be caught short again (paranoia had set in, with a degree of stubborness) so I also bought two more! One ABS unit, and a German one by Metzger. Neither matched the genuine part, either, although both are different from the First Line/SASIC item, so that's a bonus.
With the new part fitted, there was FINALLY a chance that the Saxo would feature knock-free, silent steering. A remote chance, sure, but a chance nonetheless.
With the car up on the ramp, I took the opportunity to relieve the engine of the mix of allsorts that I'd topped it up with (purely to get it going and flush all the dirt left from working on it out), renew the filter, and treat it to some decent stuff.
The stuff I went for was this:
What oil grade does the Saxo need? 10w40. Check.
Is it a hot hatch? Well, yeah, I guess. Check.
Seems ideal, doesn't it?! Well, it's actually very interesting stuff, this oil. You see, it has a strong ZDDP concentration, which means a thin film of zinc-based........stuff is coated over all the engine internals, including high-friction surfaces. Being that the Saxo 16v lump is a direct cam-on-lifter engine, that would benefit this. ZDDP-enriched oils are commonplace in the world of 20w50 and old school classics, but oldskool hot hatches? Not so much! In fact, I wrote a piece for the Citroen Car Club mag a while back, and in doing so researched all the other types available in 10w40 brew. Turns out there aren't many at all! Redline, is the only one that springs to mind.
So, it's perfect for the Saxo, right? Well, not quite. You see, ZDDP-rich oils and catalytic converters don't get along very well. They can co-exist, but that's about it. That's why modern oils don't have the ZDDP in, and though attempts have been made to replicate the benefits of it, nothing has worked so far. And, of course, modern engines are more efficient and create less heat & friction on their rotating internals anyway, so it's not as important as it once was.
However, the annual mileage on the Saxo, in my mind, negates the issues with the cat. It won't do many miles, because none of the journeys its used for are long ones. It's a bit like the additive for unleaded fuel in an old engine. Do you bother? Or do you just use it for 3000 miles a year, and decree that if the valve seats wear out, you'll just deal with it at that time, and have it converted? If it was 12,000 miles a year, or more, then sure, I can see the point, but for such low mileage, I think I'll just wait and see what happens, if anything, all the while knowing the engine itself is being looked after. To me that's the most important thing, as this engine sings, and runs so well I wouldn't want to risk it!
Anyway, after the oil geekery, I moved onto ways of slowing it down better. Here, I present my 99p set of genuine brake pads!:
OK, so there was carriage, but they genuinely ended on eBay at 99p, and I wasn't going to pass up on them for that! £7.99 carriage, though - still a bargain!
While on eBay, I started doing that thing where I see something, go all wide-eyed, and click 'Buy It Now'. That's how I ended up with a pair of seatbelt....guide....things, from a Peugeot 106 S2. The 106 tended to be a bit higher-spec than the pauper's Saxo; They had gas struts to lift the bonnet; Higher quality (lol) materials and trim in the cabin; Better speakers, and better quality exterior fittings, among other things.
Those other things included these...things:
Appreciate that I've taken a terrible image of what they actually are, but they're basically a guide which moves with the belt, but pulls it off your shoulder a bit. My wife always used to use a boy racer-type shoulder pad, not because Barry, but because comfort. Hopefully, this will negate that.
Bit by bit, it's becoming more like a 106
tbc...
So, I left it on another of my (now trademark) crap cliffhangers of anxiousness. Everything was going to be great with the Saxo now, right?
Wrong. Observe:
https://youtu.be/S80wHdknGhw
Yes, that's the brand new inner tie rod joint with copious amounts of play. I mean, seriously...what the actual f
k?!It then dawned on me that I may have already changed this joint. The one I removed may not have been as old as I thought after all, though it was quite likely ready for the skip. The car was "terrifying" (to quote my wife) to drive, and this joint was the cause. Imagine torque-steer, only all the time, regardless of throttle load; That's what it was like! It was as crap as you can imagine.
So, it was time to take it all back out....again:
This time, however, I was going to stop buying the factor parts, and go straight to the man from Citroen. This time - amazingly - he say yes! Citroen can still supply these joints! It had to come from France, but it was possible. Happy days.
Old s
te out:Old s
te (top) laid alongside genuine new, not ste component (bottom). Middle component is another item I ordered from Autodoc (very useful site!), branded as SASIC. Googled them, turns out they're a French company, so I figure they're worth a punt too, as someone had to supply Citroen, right? If I've got a brand new genuine one, all I've got to do is match it up with the OEM part in the OEM branded packaging, and I'm cooking on gas!:This proved not to be the case. Seemed a bit too good to be true, but it was outright bad when I learned that the SASIC one and the First Line one I removed, were indeed, the same part. Balls.
To be fair, I had already assumed Ruiville were the OEM, but those parts seemed unavailable everywhere I looked. I was determined not to be caught short again (paranoia had set in, with a degree of stubborness) so I also bought two more! One ABS unit, and a German one by Metzger. Neither matched the genuine part, either, although both are different from the First Line/SASIC item, so that's a bonus.
With the new part fitted, there was FINALLY a chance that the Saxo would feature knock-free, silent steering. A remote chance, sure, but a chance nonetheless.
With the car up on the ramp, I took the opportunity to relieve the engine of the mix of allsorts that I'd topped it up with (purely to get it going and flush all the dirt left from working on it out), renew the filter, and treat it to some decent stuff.
The stuff I went for was this:
What oil grade does the Saxo need? 10w40. Check.
Is it a hot hatch? Well, yeah, I guess. Check.
Seems ideal, doesn't it?! Well, it's actually very interesting stuff, this oil. You see, it has a strong ZDDP concentration, which means a thin film of zinc-based........stuff is coated over all the engine internals, including high-friction surfaces. Being that the Saxo 16v lump is a direct cam-on-lifter engine, that would benefit this. ZDDP-enriched oils are commonplace in the world of 20w50 and old school classics, but oldskool hot hatches? Not so much! In fact, I wrote a piece for the Citroen Car Club mag a while back, and in doing so researched all the other types available in 10w40 brew. Turns out there aren't many at all! Redline, is the only one that springs to mind.
So, it's perfect for the Saxo, right? Well, not quite. You see, ZDDP-rich oils and catalytic converters don't get along very well. They can co-exist, but that's about it. That's why modern oils don't have the ZDDP in, and though attempts have been made to replicate the benefits of it, nothing has worked so far. And, of course, modern engines are more efficient and create less heat & friction on their rotating internals anyway, so it's not as important as it once was.
However, the annual mileage on the Saxo, in my mind, negates the issues with the cat. It won't do many miles, because none of the journeys its used for are long ones. It's a bit like the additive for unleaded fuel in an old engine. Do you bother? Or do you just use it for 3000 miles a year, and decree that if the valve seats wear out, you'll just deal with it at that time, and have it converted? If it was 12,000 miles a year, or more, then sure, I can see the point, but for such low mileage, I think I'll just wait and see what happens, if anything, all the while knowing the engine itself is being looked after. To me that's the most important thing, as this engine sings, and runs so well I wouldn't want to risk it!
Anyway, after the oil geekery, I moved onto ways of slowing it down better. Here, I present my 99p set of genuine brake pads!:
OK, so there was carriage, but they genuinely ended on eBay at 99p, and I wasn't going to pass up on them for that! £7.99 carriage, though - still a bargain!
While on eBay, I started doing that thing where I see something, go all wide-eyed, and click 'Buy It Now'. That's how I ended up with a pair of seatbelt....guide....things, from a Peugeot 106 S2. The 106 tended to be a bit higher-spec than the pauper's Saxo; They had gas struts to lift the bonnet; Higher quality (lol) materials and trim in the cabin; Better speakers, and better quality exterior fittings, among other things.
Those other things included these...things:
Appreciate that I've taken a terrible image of what they actually are, but they're basically a guide which moves with the belt, but pulls it off your shoulder a bit. My wife always used to use a boy racer-type shoulder pad, not because Barry, but because comfort. Hopefully, this will negate that.
Bit by bit, it's becoming more like a 106
tbc...
For reasons that will become apparent, here's a last-minute dash across the line to (kinda) bring this up to date!
So, first up, here are some better pictures of the seatbelt bits I mentioned above, because as it turns out, I did take the effort to document them, I just didn't save them in the correct folder:
And also, just to proove I didn't buy an old box with Peugeot logos printed all over it...
And another image of the Saxo being used to help out another stricten silver machine:
So, yeah. There we go. Lots of fun.
Anyway, the issues with the Saxo were being split into two chunks, on account of it still being a daily driver and all. Obviously last winter we had all the fun and games with the front end, but I knew there was more to come in the middle. Well, there's more to come again at the rear (rear end round 2), but that's scheduled for next year.
In the middle, we had things like damaged sills from monkey mechanics (not this one) jacking the car up in the wrong place, and the usual propensity for Saxos to do what they do best (rot, not lift-off oversteer).
This meant removal of much of the interior, otherwise I'd end up with fiery plastic mess, however first, I wanted to tackle the most pressing job of all; Fitting my OMFGsooooorarez alloy door handles!
My wife still thinks I'm completely crackpipe for spending £60 on these, but she is wrong.
They're a quick and simple part to change, and being that the doorcard needed to come off in order to address the rattles and ripped membranes, it was no big deal.
So, interior out:
Skirts off (which needed refixing to the car anyway):
I made some attempts to pull out the dents caused by jacks, placed by mechanics that were whack! (see me grime blud):
And then in areas that couldn't be repaired, I made replacement sections. This particular piece is most definitely NOT from a very rare JDM Mazda 323GT 4x4 sump pan that I cannibilised for parts. Nope.
(it's good metal, and apparently it's pretty worthless)
In the interests of time (which is now quite tight), there was various bits of welding and grinding and stuff. There are some braces I've made that go behind the front wheel arches, as originally these cars have a piece there known as the fake jacking point, on account of the fact many paper jack them up there, but they're actually floor stiffeners, which spread the load of the actual jacking point into the centre beams.
But yeah, loads of sparks later:
It's just covered in seam-sealer and weld-thru primer at the moment. It'll do until next year, when the rear axle has to come off and the whole thing can be properly painted.
While the interior was out, I noticed that the driver's seat mounts had fractured, which is pretty common, so they were welded up:
Then, before I refitted the carpet and seats, I went round with a little hammer, tapping at various bits of the shell. Anything that made a 'ting' sound (as opposed to a 'thump') received some Dodo mat (basically like Dynamat, only much cheaper).
the name of the game is to try and make the Saxo slightly more refined and user friendly. Things like VTS engine; stiffened shell; poly-bushing...they all make it more fun to drive, but this is no track car. This is a road car, so refinement plays its part, too. So, after the Dodo mat, I went in with a bit more sound insulation:
I then switched the steering wheel for a low mileage replacement from a 2002 car. A shame, as I like to keep original parts with cars, but the original was wrecked; Worn away, and has lost its grip on the wheel rim itself:
Something like a steering wheel is something you interface with a lot, so it can really affect the 'feel' of the car. New wheel on:
We also have a nicer seat! The bolster on the driver's side had been ripped and damaged for some time, so I managed to find a replacement semi-leather seat, and pull the cover off:
A bit of stitchwork later, and a hybrid cover of the original with the passenger side (up here for thinking) bolster of the newer seat. All I needed was some pictures....which I forgot. But the seat looks much better, you'll have to take me at my word!
All in all, the interior's really come together. We've got this 'OE+' vibe going on. There's a 206 GTi gearknob and pedals (all direct fit), the Furio alloy handles, a bit more refinement and a new steering wheel. This is good stuff.
And it didn't stop there! Saxo doors rattle sometimes, and don't make a pleasant sound when shutting. That'll be because of these plastic bushes:
Metal on plastic is OK, but metal on rusty metal? No good. So, it was a trip to Citroen again, and...
The doors almost clunk now. In Saxo terms, it's an Audi A8.
The handling still wasn't quite as sharp as I wanted. The steering isn't particularly-quick geared, so the limpet-like reactions I was after were probably unrealistic. But, it was still too 'wooly'.
So, rather than trust my own judgement, I whipped it down to The Wheel Alignment Centre in Southampton. And, sure enough, it was wrong!
Drove home much better
So, does it drive any differently with all the new bits and bobs? Erm, yes! In fact, the difference on the motorway is quite unbelievable! It's MUCH quieter than it was, to the point that I don't feel the need to think about switching the 5th gear ratio for a VTR one anymore! It feels like I've taken it back to 2005, it's that much fresher!
This meant a drive to the New Forest was in order:
A donkey tried headbutting it at one point, but thankfully it was a gentle headbutt, and he got a pat, rather than a slap:
There is an elephant in the room, however; The cutting out issue. It's still doing it.
So far, I've changed:
Oh no, wait, we're driving to France in it in about 20 mins!
Yes, we actually are about to drive to France in it. Through the tunnel, then on to somewhere near Paris. Tomorrow should be a stop at Reims, with Sunday in Paris itself and a visit to where it was built just over 20years ago at Aulnay. Monday is themepark day, followed by a trip to Bruges, and then back Tuesday evening.....if it doesn't conk out.
Erm....
Right...bye then!
So, first up, here are some better pictures of the seatbelt bits I mentioned above, because as it turns out, I did take the effort to document them, I just didn't save them in the correct folder:
And also, just to proove I didn't buy an old box with Peugeot logos printed all over it...
And another image of the Saxo being used to help out another stricten silver machine:
So, yeah. There we go. Lots of fun.
Anyway, the issues with the Saxo were being split into two chunks, on account of it still being a daily driver and all. Obviously last winter we had all the fun and games with the front end, but I knew there was more to come in the middle. Well, there's more to come again at the rear (rear end round 2), but that's scheduled for next year.
In the middle, we had things like damaged sills from monkey mechanics (not this one) jacking the car up in the wrong place, and the usual propensity for Saxos to do what they do best (rot, not lift-off oversteer).
This meant removal of much of the interior, otherwise I'd end up with fiery plastic mess, however first, I wanted to tackle the most pressing job of all; Fitting my OMFGsooooorarez alloy door handles!
My wife still thinks I'm completely crackpipe for spending £60 on these, but she is wrong.
They're a quick and simple part to change, and being that the doorcard needed to come off in order to address the rattles and ripped membranes, it was no big deal.
So, interior out:
Skirts off (which needed refixing to the car anyway):
I made some attempts to pull out the dents caused by jacks, placed by mechanics that were whack! (see me grime blud):
And then in areas that couldn't be repaired, I made replacement sections. This particular piece is most definitely NOT from a very rare JDM Mazda 323GT 4x4 sump pan that I cannibilised for parts. Nope.
(it's good metal, and apparently it's pretty worthless)
In the interests of time (which is now quite tight), there was various bits of welding and grinding and stuff. There are some braces I've made that go behind the front wheel arches, as originally these cars have a piece there known as the fake jacking point, on account of the fact many paper jack them up there, but they're actually floor stiffeners, which spread the load of the actual jacking point into the centre beams.
But yeah, loads of sparks later:
It's just covered in seam-sealer and weld-thru primer at the moment. It'll do until next year, when the rear axle has to come off and the whole thing can be properly painted.
While the interior was out, I noticed that the driver's seat mounts had fractured, which is pretty common, so they were welded up:
Then, before I refitted the carpet and seats, I went round with a little hammer, tapping at various bits of the shell. Anything that made a 'ting' sound (as opposed to a 'thump') received some Dodo mat (basically like Dynamat, only much cheaper).
the name of the game is to try and make the Saxo slightly more refined and user friendly. Things like VTS engine; stiffened shell; poly-bushing...they all make it more fun to drive, but this is no track car. This is a road car, so refinement plays its part, too. So, after the Dodo mat, I went in with a bit more sound insulation:
I then switched the steering wheel for a low mileage replacement from a 2002 car. A shame, as I like to keep original parts with cars, but the original was wrecked; Worn away, and has lost its grip on the wheel rim itself:
Something like a steering wheel is something you interface with a lot, so it can really affect the 'feel' of the car. New wheel on:
We also have a nicer seat! The bolster on the driver's side had been ripped and damaged for some time, so I managed to find a replacement semi-leather seat, and pull the cover off:
A bit of stitchwork later, and a hybrid cover of the original with the passenger side (up here for thinking) bolster of the newer seat. All I needed was some pictures....which I forgot. But the seat looks much better, you'll have to take me at my word!
All in all, the interior's really come together. We've got this 'OE+' vibe going on. There's a 206 GTi gearknob and pedals (all direct fit), the Furio alloy handles, a bit more refinement and a new steering wheel. This is good stuff.
And it didn't stop there! Saxo doors rattle sometimes, and don't make a pleasant sound when shutting. That'll be because of these plastic bushes:
Metal on plastic is OK, but metal on rusty metal? No good. So, it was a trip to Citroen again, and...
The doors almost clunk now. In Saxo terms, it's an Audi A8.
The handling still wasn't quite as sharp as I wanted. The steering isn't particularly-quick geared, so the limpet-like reactions I was after were probably unrealistic. But, it was still too 'wooly'.
So, rather than trust my own judgement, I whipped it down to The Wheel Alignment Centre in Southampton. And, sure enough, it was wrong!
Drove home much better
So, does it drive any differently with all the new bits and bobs? Erm, yes! In fact, the difference on the motorway is quite unbelievable! It's MUCH quieter than it was, to the point that I don't feel the need to think about switching the 5th gear ratio for a VTR one anymore! It feels like I've taken it back to 2005, it's that much fresher!
This meant a drive to the New Forest was in order:
A donkey tried headbutting it at one point, but thankfully it was a gentle headbutt, and he got a pat, rather than a slap:
There is an elephant in the room, however; The cutting out issue. It's still doing it.
So far, I've changed:
- Fuel/ign relay
- TPS
- MAP sensor
- Lambda sensor (was advised these last two, though I couldn't figure out how this would help)
- Fuse box & fuses under bonnet
- Crank sensor
Oh no, wait, we're driving to France in it in about 20 mins!
Yes, we actually are about to drive to France in it. Through the tunnel, then on to somewhere near Paris. Tomorrow should be a stop at Reims, with Sunday in Paris itself and a visit to where it was built just over 20years ago at Aulnay. Monday is themepark day, followed by a trip to Bruges, and then back Tuesday evening.....if it doesn't conk out.
Erm....
Right...bye then!
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