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The Dutch DS Tech Team video shows them using two short lengths of hose with a different internal diameters, joined by a reducer in the middle.
For my car I had an original GS hose with a reinforced end for the pressure regulator. I bought it in 1996(!) and only fitted it a year or so ago. But when i did, i found it isn’t long enough on my car. The GS hose is something like 800mm, but on my car that hose should be 1070mm – so about 20cm difference. I had to join on another short length of 7mm hose using a metal tube insert (rather like a reducer) and a couple of jubilee clips.
Well…..I’m amazed! Michael. The reason your starter interlock doesn’t work – is because your car never had it! The diagrams in my earlier post are correct – but not for our cars. I’d always assumed we had it – but was never going to risk trying the starter to find out….
I dug out my old, VERY tatty 1968 loom. It’s from a Post April 1968 bvh DS21. After April, there was only one relay for the QI lights, before that date there were two. In all other respects it’s a bog standard bvh loom for a 1968 bvh car. Anyway…. I found continuity between the R1 cable from the battery and the end of the cable that connects to the starter contacts operated by the gear wand. that is EXACTLY what Michael was saying.
I also tested for continuity on my new replacement loom. It was bought from citroen Classics but was made by Christian Fahrig in Germany. That too has continuity from ‘R1’ up at the battery, to the wire at the ignition contacts – same as the old original loom.
If I look at a 66/67 wiring diagram, the end of the wire at the ignition contacts is even labelled ‘R1’ – so that seems to confirm it.
The wiring diagram clearly shows that the ignition contacts are earthed simply: through the chassis. in my case, it’s a wire to the common earth point. The wiring doesn’t go anywhere near the voltage regulator.
So what’s going on? why is there no interlock on our 68s? I’ve scratched my head and vaguely remember that the interlock feature was introduced at some point – it didn’t always exist on bvh cars. It turns out it was introduced in September 1969 – the year after our 1968 cars. The 1969 circuit digram and tables for Op. DX.510-00d clearly show the difference compared to the diagram and tables for our car: instead of an earth to the chassis, a wire (number 5) goes between the ‘L’ terminal of the VR and the second ignition contact up by the gear wand. that is like the earlier diagrams i put up.
So why is there a second relay in our 1968 VRs? I think that was originally there purely to extinguish the charge light on the dash. It works by removing the earthing route. I suspect that – after 1968 – that feature was utilised to create the interlock – to remove the earth route for the ignition contacts.
I think the interlock would be handy to have to avoid mistakes. As such i think that – on a 68 car – instead of earthing the starter contacts to the common earth, the earthing wire could be re-routed to the ‘L’ terminal of the VR. Perhaps rather than running a wire all the way to the VR, by running a short wire to the appropriate charge light connection so that when the charge light is extinguished, the starter is also disabled. I think some testing will prove it’s the red wire on the back of this thing. Our circuit diagrams show that wire goes back to the ‘L’ terminal of the VR.
Hi
If you look at the diagram and tables for a ^* bvh, the table says it’s R1, the drawing says it’s N2…..here is the official (simplified) diagram that shows how the starter ‘cut off’ is wired. I think it comes from a French language manual – one of the volumes of manual 583?
In an original voltage regulator there are TWO relays: one control the charge voltage to the battery, the other disconnects the power to the gear lever starter switch once the engine is running.
The power to the starter contacts operated by the gear lever comes first from the relay inside the voltage regulator. When the engine is running, that relay is caused to open/ disconnect the power to the contacts (and disconnect the charge light) – so there should be no danger of engaging the starter with the engine running.
You can see that as the alternator excites the coil through the ‘R’ connection of the voltage regulator, it causes the contact through ‘L’ to break – disconnecting the wire up through the charge light and to the switch (the contacts) on the gear lever.
here is another, later, diagram of a bvh circuit from manual 814.
You can see how power first comes from the relay (16) at the top before going onto the gear lever contacts/ switch (32). A brown wire comes down from that witch to the ‘R’ terminal of the voltage regulator (15)
People sometimes replace the alternator for a modern one that includes a voltage relay – but in doing so they have to live without the starter cut off function.
What Alternator do you have? Do you still have a voltage relay wired into your circuits and used?
