Crasher

1K0 615 611 P left, £42.23 inc 1K0 615 612 P right, £42.23 inc N 910 733 01 x 6 screw I know it is discs off but can't remember if the wheel bearing has to come off. Febi do them for much less, even less from others

VW dealers tend to not have access to all brands, VAG independents like us often have access to all four mainstream bands for cars with the Digital Service System via erWin.

Very common, made of very rust prone steel which turns to dust, what is the VIN as there ate two?

Disconnect the battery for a few seconds.

Did they give you any soot loading figures? The CAYC engine is a PITA for DPF problems

Febi do some excellent door harness repair kits https://youtu.be/u8kD4kXSDbc

I would start with a code read of the convenience system to see what is stored.

Either, nothing to choose between them but LUK tends to be the easiest to get and tends to be cheaper.

@cnc with the EA288 Evo, changing the cam belt can make them run badly as a stupidly expensive timing tool is required.

The Skoda Digital Service System says 240000 km or twenty years, not sure if I am that brave…

I did a battery on an SV this morning (pretty much the same architecture) and it also lit up like a Christmas tree and and a road test didn't help, I did a full clear and still had faults so I went through the controllers one by one and cleared all but TPMS and ACC. Then I did a road test and TPMS cleared itself and I cycled the ignition and ACC cleared.

Stop/start not working and poor charging from memory although on the T6 it can be a red herring as the LIN BUS wire from the battery monitor to alternator has an unused welded junction point which corrodes and snaps.

Battery monitoring units don’t often cause issues but we have replaced a few on T6 vans and Caddy’s.

The worst are the 3.0L V6 CR TDI, the noise they make coming out is like a stuck pig! We have had a few snap and a specialist comes out and removes them.

Back in 1980, when it was eighteen months old, my mother shut the tailgate on her Fiesta and the glass popped out as the lower flange had virtually gone with no external signs, the dealer refused warranty. Things have improved a LOT.

To honest I find them very easy.

Remember chaps, we were all learners once… every day is a school day.

Since Golf 2 ish, most VAG heater matrix’s have been constant flow air blend heat/cooling control.

From memory it isn’t fused, I can double check at work tomorrow

That note about approval to use is interesting

We use G12Evo concentrate and Quantum mixing water 40/60 as the default fill in everything now. You can get ready mixed but that is 50/50 and technically a little too strong for our climate.

We have fitted a lot of these selectors, more to Seat Leon's than others such as the Golf 6 which use the same part. We don't rebuild them, we need a first time fix with a two year warranty provided by TPS as at £75 an hour, the labour quickly adds up.

2L anyday, with 9K oil changes using Liqui Moly Ceratec. I have a feeling the 1.5 Evo is going to be trouble.

Reg U*Z2*** ? You need to change the selector unit 1K2 713 041 C which is £882 plus a complete PITA the fit as it comes out from below so the heat shield and exhaust have to come down. To add insult to injury, as per usual it is on backorder and could possibly even go obsolete next year.

It is used in certain versions of the TT from 2013 to 2014 with the code PYG, 2010>2015 Altea 4+ with the code KMC and MMK and 2014/15 Superb 4M with no code listed. Of interest is the earlier unit 0BR 525 010 B changes to a G anyway and this is used in A3, TT, Octavia, Golf, Yeti 2007>2015 and even back as 2004 as the KMC with the original part number 0BR 525 010.