KenONeill

Probably because they didn't actually fix the issue.

Groot dag Pieter. Thanks for filling in the location; that helps lots if you need technical or consumer affairs/Sale of Goods advice.

Maybe even more than sufficient. Anyway. oil in a diesel engine going black is it working well. If the oil "stays nice and clean" it's not working.

I'm not saying it was a Skoda main stealership, but it sounds very much like they have wound all the adjustment onto one track rod and off the other. I'll bet that if you measure them the LH one is longer than the RH.

I wouldn't use a "engine flush" at all. I might use an el cheapo brand oil with 2 filter changes and an extra drain about every 200 miles, but even that seems unnecessary with oil/filter changes every 5_000. The rapid blackening of the oil is an artifact of "being a diesel engine".

No idea; you're looking for an Octy 1 drainhole in an Octy 3 I think.

Which is why the car is speed restricted with that wheel and tyre fitted.

That's possible yes.

For why? This is normally a latching warning that will require VCDS or similar dealer grade software to cancel, and is also an MoT failure.

I'm not certain, but I think that @Breezy_Pete is correct, with the note that somehow the connections have been reversed such that more fuel in tank gives lower readings. Try driving ~100 miles and see if the gauge rises relative to the present reading.

A mk 3 I presume?

That's not how it works. The L and R positions adjust the relevant mirror, and the "heated mirrors" position enables the mirror heaters when you also switch the HRW on.

I don't doubt that, but since a DSG isn't a conventional slushbox auto...

You didn't, but since the fastest ways to the lowest points in a sealed system are through the seals at those points...

I think the sensible answer is "can be done, but you'll be the first..."

LIE!!! Your car doesn't have TP sensors. What it does have is ABS sensors, which can also be used for indirect tyre pressure sensing, and speedo readings, traction control... Not every problem that reports as "wheel sensor fault" actually is. Some of them are the wiring to that sensor, or a dirty rotor disc at that corner.

Now explain how you get a variable level of water contamination through the circuit, and in particular how you get a higher level at the slave cylinders than in the reservoir. For bonus points, convince me that you change all the slave cylinder seals every time you change the brake fluid.

See this and raise Citroen Hydrodynamic, and DOT 5 brake fluid.

Various manufacturers have experimented with mineral oil brake fluid, but that tends to result in brake fade caused by water inclusions boiling in the calipers/wheel cylinders and/or the solid lines corroding from the inside.

Illustration 12b? If so then that's either an o-ring or an o-ring.

Well, I think it's another cash cow for the main stealers. All you need is a hygrometer check at 2 years, then annually to a change.

Which are both wrong, as is @varooom ; check with a hygrometer after 2 years and then every year.

A 2 poster should be adequate, but either way you want the car lifting 6 feet in the air.

OK, so what "stage" is a generic map on a 1.9 Pompe Duse, which takes it from 130bhp to 180bhp (+50)?

Which 2, including repeaters, are inoperative? Also, is the flash rate elevated?