Warrior193

I've had a look at an exploded view of the part online - I'd suggest first trying to realign the end cap to its correct position, then check if the missing gears select correctly - you may need to slightly loosen the single remaining bolt first - looks like a spline type bolt. From the diagram, the bottom section of the shift tower may project down into this endcap, with movement being restricted or pinched by the displacement of the cap.

A belated welcome to the forum. A note that you need to join Freedom to sell on the forum.

And possible restricted choice of insurers and / or increased premiums.

It certainly appears to have allowed the gearbox to dump all its oil. Do you know if the vehicle was driven after the damage - how bad was other damage, if any?

I haven't been able to find a schematic showing what that part is - but I must say it's particularly poorly positioned for possibility of striking against road humps, etc. The only suggestion I can make at the moment is to remove the remaining bolt and see what's beneath it. The sheared-off bolt will almost certainly require drilling and extraction of the remaining stub.

That should be sufficient for ID. calling @ApertureS can you help?

Can you post another image giving a wider view for context? Is this a manual gearbox?

Hello, welcome to the forum. Sorry, can't help identify what that is at moment - but it does appear that the domed part (cover??) has been struck with enough force to actually shear one of the two securing bolts!

Hello, welcome to the forum. Your new independent garage should be able to supply you with a print out - or are you worried that, despite their claim, they aren't actually able to update the DSR ? Unfortunately, simply resetting the service counter does not necessarily prove that the service was actually completed.

It is a legal requirement that the remaining refrigerant must be recovered and disposed of correctly. The new charge then requires to be weighed into the leak-tested and evacuated A/C system.

... While on the other hand, my Octavia A/C is still working with the original refrigerant charge from 9.5 years ago - There, that's gone and put the kiss of death on it! 🙃

Another reason for the regulations is that the remaining gas in the A/C system must first be recovered correctly. My understanding of most recent ref. gases is that they are commonly a 'cocktail' of different gasses and lubricating oil, the system must be completely evacuated before being leak-tested. The refrigerant charge must then be replaced completely. My understanding is that partial re-charging will result in incorrect proportions of gas and oil in system.

Recharging A/C systems is covered by several Gov. regulations in UK (& EU) A secondary breakdown product of HFO refrigerants such as R1234yf is HFC-23 - a very potent greenhouse gas (reported as 14,800 on GWP100 scale)

It is certainly illegal to recharge a A/C system without first identifying and repairing the cause of loss of refrigerant. Believe it is a requirement for ref. engineer to be certified. The reason for this is reduction of uncontrolled releases of greenhouse gases.

@Freeflow Do you have an update on PV controller output?

I was referring more to the 'barn door' aspect that type of flap presents to airflow.

Those split flaps on the Spit look quite odd when compared to the P51, I presume they work using the 'Gurney Flap' principal.

How much is the dealer asking for repair?

I would think that could be possible - if the ECU thought the oil temperature was too high, it could command limp mode to protect the engine. Is your son in the habit of having the oil temperature displayed on the MaxiDot screen? Has the dealer stated what DTC (ECU fault code) was found.

Sadly, not just Skoda Garages, there are many operators out there who view unknowledgeable drivers as a lucrative cash cow.

I think it's likely that if the ECU is seeing those impossible temperature readings, critical engine ancillaries will not be commanded on.

Interesting, do you know if the E Mini uses a load-shed heater battery to allow that?

^^^ This. A critical Services Data Centre typically will have a minimum of two independent incoming power supplies from the grid, backed-up by diesel generators with either static or rotary UPS. The downstream server cabinets would be powered via two independently-fed static switches.

From my apprenticeship days, carburising is the process of stoving steel in a carbon-rich medium, in the first stage of case hardening. The metal then being hardened in the 2nd stage by heating and quenching.

A reputable AC engineer should not recharge an aircon system before locating and repairing the leak.