Citroen Grand C4 Picasso Tie Rods

A clunk on turns, feathered front tyre wear, loose steering and a squeak at parking speeds. The check takes a minute: with the wheel off the ground, grip the tyre at nine and three o'clock and rock it firmly. Play with a knock means an outer tie rod, an inner tie rod, or a lower ball joint — and having someone watch the joints while you rock it tells you which.

Our supplier network stocks tie rod ends for the C2, Xsara and C4 from around R240. Always price them as a pair — the two sides have done identical work and replacing one only means doing the other in a few months, paying for a second alignment along the way. Ask through our form for both sides including fitting and the four-wheel alignment.

At low speed for a short period, yes. As a way of life, no. A tie rod end that separates at the ball joint means that wheel is no longer being steered, and at open-road speed the outcome is not something you can drive out of. Once you have a definite clunk, treat it as a week rather than a month, and it is a roadworthy failure in the meantime.

Yes, always, and this is not a workshop upsell. The tie rod length is what sets the toe angle of that wheel, so disturbing it changes the alignment by definition. Skip it and you will scrub a new set of front tyres out in a few thousand kilometres and have a car that pulls to one side the whole time. Budget the alignment into the job from the start.

The inner threads directly into the end of the steering rack and lives inside the rubber gaiter, protected from the elements. The outer screws onto the inner and carries the ball joint that connects to the wheel knuckle, exposed to the road. That difference in exposure decides their failure modes: outers wear from grit reaching a split boot, while inners generally only fail after a torn rack gaiter has let dirt in.