Warrior193

Hello, welcome to the forum. Is it still in warranty - If so, who with? T&Cs likely will allow repair instead of replacement. They will probably attempt to flush the whole system first. If flushing is unsuccessful (likely) the only alternative will probably replacement of the matrix as a minimum. AFAIK, you are only obliged to allow one attempt to repair - is rejection a possibility if repair fails? Be aware that contamination sufficient to completely block the heater matrix has possibly affected other components in the cooling system as well - oil cooler, intercooler, etc. If they do claim that flushing the system has been successful, be very sure to check that the heating is working correctly - and that the engine isn't running hot. Request written proof of remedial work carried out.

I believe the nose weight should be disregarded when calculating MAM, as nose weight can be a variable figure, and MAM should indicate the maximum permissible safe load of the rig. Given that I believe the MAM should be 1300, I subtracted your proposed 50kg nose weight from the MAM, as that would be what would be indicated in the unlikely event that you were put on the scales.

I'm reasonably sure that your MAM should be 1300kg - not 1350. Not sure, but max axle loading should probably be marked as 1250kg.

Post deleted, should have gone to specsavers! 🙃

If your cup holder is in the console between the seats, that may well not allow the GPS antenna a clear enough view of the sky.

Does your cellphone have a clear view of the sky when you are using it to navigate? Does your vehicle have a heated windscreen?

A problem with failing to adapt the replacement battery is that the alternator control unit will not know to reset any faults, recorded against the old battery, that may be limiting the charge rate. That's a pretty good price for the AGM and given the markedly improved performance over the EFB - and as the adaptation really should be done anyway - I'd certainly go for that. Have you checked the VCDS register to see if a member near you can help with the adaptation?

The actual brand of the oil is completely irrelevant - any oil compliant with the required standard, provided it comes from a reliable supplier, is suitable. High priced oil does not necessarily mean it is better than a lower-priced one.

It is important to note that the part of the fob containing the chip is placed in very close proximity to the immobiliser sensor.

Interesting, what is item 2 (stored gas inflator) used for - is for the airbags rather than using integrated pyro devices ?

PS, AFAIK, the keyless ignition switch does not solely rely on the fob battery to disengage the immobiliser - placing the end of the fob close against the starter switch should silence the alarm and allow the engine to be started.

Hello, welcome to the forum. The alarm on SWMBOs Mk3 Fabia operates immediately the door is opened using the emergency key blade slot - no delay.

I assume that you do know that there are actually two clutches in your gearbox? - 1 for even gears, and the second for odd. I'm not sure, but I think your clutch packs will be the dry type. I'd recommend taking it to a DSG specialist rather than a main dealer garage.

If the MOT tester considered they did not warrant an advisory, I don't believe that a 3rd party warranty would cover the cost of replacement.

OP was asking about Front Assist - not ACC. He has located Front Assist data regarding engagement speeds.

At least give the turbo actuator a bit of exercise by taking the revs further up the band through the gears.

According to information on the VAG website, front assist is operational from approx. 5kph up to 210kph. According to the same source, the distance (vehicle spacing) warning is operational from 30kph to 210kph.

In the circumstance you describe while vehicle is travelling above a trigger speed, the ADAS system will detect the possibility of a collision and give an audio-visual warning on the instrument, if the driver does not respond by applying braking force, the ADAS will instigate full emergency braking - Critical, very strongly advise that this is not tested! - It is in no way to be relied on as any form of autonomous control.

My understanding is that all grid-connected PV systems in the UK must not operate in Island Mode when the grid supply is down.

Has the oil pressure actually been tested by attaching a gauge in place of the sensor?

You should be able to display fuel consumption data on the Maxi Dot screen - there should be a menu selection if you press the 'return' switch next to the RH roller on the MFSW.

Hello, welcome to the forum. On your fuel consumption display screen, is there a 'curser left' or 'curser right' symbol next to the displayed data? If so, pressing the curser symbol should toggle consumption figures between 'since start'; 'since refuel'; or 'long term'

Hello, welcome to the forum. The clutch pedal fault is fairly common and is not specific to the Karoq. The issue is caused by a faulty master or slave cylinder. The single master cylinder reservoir serves both brake and clutch cylinders, with the clutch feed take-off being higher up the cylinder. Depending on whether your slave cylinder is a concentric one, it appears to be recommended to replace the master cylinder first.

Almost certain that the cam sensor fault will be caused by the cam timing going out of sync - original sensor was probably not faulty. I'd suggest the priority would be to get a mechanic do a visual check of the valve timing.

Are you absolutely sure there is zero compression in any of the cylinders? Is that is the case, it is likely that the valve gear has been damaged, with all valves stuck open - although I'm a little surprised that it affected all three cylinders!