Warrior193

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.

How was the refrigerant charge verified?

Hello, welcome to the forum. Check the pollen filter, it may be damp and/or overdue a change. Not sure where this is located on a Mk2 Superb, but it might be behind the glove compartment. Hopefully a Mk2 owner can advise.

The readings will be originating from the sensors and being seen(and responded to) by the ECU. At the very least it would be reasonable to assume that the issue of the cooling fan constantly running is caused by these completely impossible readings.

Unless they are typos, with recorded temperatures above the melting point of steel - or at absolute zero being reported to ECU, it can be no real surprise that the engine will not run.

Unless they are typos, I am still seeing three reported temperatures between 2 and 3 thousand degrees C, and one (heat delivery temperature in cooling system) of minus 273.1 C! If sensors are in fact sending impossible readings such as these to the ECU, they should be looked at.

@SKFABM What country are you in?

Longer runs with the engine fully up to temperature are much better for it, you will be fine.

You wrote that 'this will be its second service' - was the vehicle serviced regularly before you purchased it?

Unless those DTCs are unique to Skoda (unlikely) I don't see any of the three reported having a connection with brake performance. What year is your Fabia? That is a very serious defect, have the brakes been inspected by a competent mechanic? Is the brake fluid level correct? When the brakes do operate correctly, does the pedal feel 'spongy' at all - which feeling then improves if the pedal is pumped?

Hello, welcome to the forum. It will help others if you post engine code and fuel type. Would also help if a description of how these reported faults affect the vehicle (symptoms) is given. A quick search online found - B116829 = Steering angle sensor fault. C102DF5 = Power steering fault (possibly excess resistance to movement). The first two faults may possibly be connected. U042300 = Invalid data from instrument panel control cluster.

So presumably, the internal coil spring is part of a check valve? That's going to need a pair of very long-nose pliers to get out.

Is it possible to post an in-focus, close-up exterior shot of the copper tube with the endoscope?