This page will be developed with more in depth information, photographs, parts lists, torque settings and other stuff (like upgrades and repair info) as time permits. For now it will be a bit rough and ready.

Configuration

There isn't much to say especially about the S2 driveshafts & CV joints except that they are different from all the other 80 series quattro driveshafts as far as I am aware. I haven't spent long researching this yet, but it might be the case that some of the driveshafts are common but the specially splined CV joints are unique to the S2. Reading between the lines of the OFRM would tend to support that idea as it calls up two dimensions of CV joint at front and rear based on engine output being above or below 128kW.

Note - The process described below for lubricating the CV joints seems extraordinarily accurate and fussy. For such a task, I personally wouldn't be too worried about getting out the digital scales to weigh the grease. But it is important not to overpack CV joints. It is wise to top up the joint if necessary when renewing the protective bellows. Common sense perhaps applies more here than reading the manual to the letter of detail.

Front Driveshafts & CV Joints

The front driveshafts are attached to the gearbox at the inner CV joint by way of a number of special Torx headed bolts. Fitment at the hub is by a VERY tight M16 diameter bolt. The full weight of the car is needed on the front hub in order to safely release and torque this bolt. Refer to the front suspension section for more details.

An oil seal is present at this inner coupling and should be replaced when a driveshaft is removed and refitted. The inner joint has a slightly unusual protective bellows with an integral cap where it connects to the driveshaft. A circlip retains the CV joint in its set position. Removal and refitting of the inner CV joint requires an hydraulic press and the appropriate drivers to force the joint off and on the driveshaft. A dished washer sits behind the inner CV joint on non-ABY engined cars for some bizarre reason. The inner CV joint has a diameter of 108mm. Audi recommends that 120g of 'G6' lithium based grease (or equivalent) is used to pack a new joint with the proportions of 35g in the joint and 85g in the bellows.

The outer CV joint connects to the hub and is protected by a traditional heavy plastic bellows. The bellows are invariably attached by special crimp style clamps in the factory. Compression style 'jubilee' clips are just as good whilst tight fitting tie-wraps are a great temporary repair if you discover that a clamp is missing and grease is escaping. A special tool (VAG3207) is needed to remove the outer CV joint. Note the location of a dished washer and spacer when the outer joint is removed. The outer CV joint has a diameter of 98mm. Audi recommends that 120g of 'G6' lithium based grease (or equivalent) is used to pack a new joint with the proportions of 80g in the joint and 40g in the bellows.

Rear Driveshafts & CV Joints

The format at the rear is pretty much the same as the front except the driveshaft dimensions are different. Once again, a press is needed to remove and refit the inner CV joint, and the use of tool VAG3207 is needed to remove the outer joint.

The inner CV joint is 108mm in diameter and has the same recommendation for use of 120g of 'G6' grease as the front inner joint i.e 35g in the joint and 85g in the bellows.

The outer CV joint is 89mm in diameter (on the S2 Saloon and Avant - but not 100% sure on Coupe yet). The recommended quantity of grease is 90g in total with 40g in the joint and 50g in the bellows.

Tips

• Removal of the driveshaft at the inner joint is a good workaround when removing the hub carrier (with or without strut) if you don't wish to unload and retorque the hub bearings - or if you have the job well under way before you realise that you forgot to unload the hub nut when the car was on the ground. BTDT many years ago on an older Audi - D'Oh !

• Always change the inner driveshaft oil seals if they are removed.

• Always replace driveshaft circlips when refittiing CV joints.

• Vent any trapped air when replacing CV bellows as this can lead to folds and stress points in the bellow which can lead to premature tears.