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Over-engineering is always preferable to just-enough engineering IMO, which is why my Asy 6's are Y speed rated.

Oh yes, the faux-right quickly latched on to the trick of using a "green" agenda to raise taxes.

Hello and welcome. Check out the Scala-specific forum. 😊 https://www.briskoda.net/forums/forum/384-%C5%A1koda-scala/

That's pretty good going! 👍

a) Yeah, but as I have shown previously, the UK could achieve "Net Zero" and it would have zero impact on "climate change". None. I remember when the climate alarmists used to tell us how much sea levels would rise, or how much the temperature would go up, and they had to stop doing that because they kept looking ridiculous. They even had to rebrand "Global Warming" as "Climate Change" because they got that wrong too. There has always been liberal/left-leaning scaremongering which has been leverage to raise taxes and pursue a globalist agenda. In the 1960's, oil was about to run out in the next 10 years or so. In the 1970's, and I remember being taught this at school, another ice age was going to freeze us all in the next 10 years or so. In the 1980's, acid rain was going to kill all plant life in the next 10 years or so. In the 1990s, the Ozone Layer was going to be destroyed in the next 10 years or so, with catastrophic results for humanity. In the 2000's, the glaciers were all going to melt in the next 10 years or so. In the 2010s, sea levels were rising and low-lying land was going to be flooded in the next 10 years or so. In the 2020's, CO2 is going to cause catastrophic climate change, in the next 10 years or so. You don't have to be "far-right" to spot a pattern of behaviour in the scaremongering. b) You'll have to ask Blair exactly what he meant by "short term". What does it usually mean? c) I disagree.

True, you didn't use that phrase precisely, but happily (after having seen many thread disappear as a result of the Clique's shrieking, not that I consider you a part of the Clique, you are very much your own person) I have a copy of what I'm on about. My post covers my side of the CO2 debate, too. (Handy!) I quote your post at the bottom. You talk of "indirect imperialism and oppression", and that absolutely is a Social Justice talking point, as is your suggestion that "wealth redistribution is inevitable". 'I didn't rob that bank Your Honour, I simply redistributed the wealth!' 😉

Ugh! You have your opinion, and other people have their opinions. Asserting you opinion as "facts" doesn't add weight to it. If you disagree with any of the statements Blair made, then please feel free to state your disagreement. Yes, nuanced and detailed debate is always best. If you recall, I am quite happy to engage in detailed posts, and have, many times. I've gone through the CO2 issue with you before in great detail and you swerved off the issue of climate change and onto social justice. I have no idea whether those posts have been memory-holed or not, but you won't gaslight me into pretending that discussion didn't take place. Because this place has now degenerated to the point where nuanced and detailed debates on issues that are not Skoda related have a nasty habit of disappearing, there is little point in wasting time engaging in it. That said, you're always a pleasure to interact with @wyx087 , so I'll induge you. 😊 Blair said people were “being asked to make financial sacrifices and changes in lifestyle when they know that their impact on global emissions is minimal” This is a fact. People do not believe the climate narrative. They know their lifestyle changes will have minimal effect on climate change and that any changes they do make will certainly be far outweighed by the total disregard for climate change shown by "developing" countries. He said “any strategy based on either ‘phasing out’ fossil fuels in the short term or limiting consumption is a strategy doomed to fail”. This is a fact. Our whole civilisation is pretty much built on fossil fuels. Playing eco-warrior and pretending not to use them is all well and good for virtue-signalling with like-minded people "on the right side of history", but the reality is that fossil fuels are going nowhere. He said the current climate debate was “riven with irrationality” and suggested net zero was losing public support. This too is a fact. I have pointed out this irrationality, and it's clear that "net zero" IS losing public support. For you to disagree with Blair, you would have to endorse (more or less) the following contradictions to Blair's statements: a) People are not being asked to make lifestyle changes that will have minimal effect on global emissions. To make life easier for you, I'll even take anecdotal evidence on how they're not being asked to make lifestyle changes or the lifestyle changes they're being asked to make have a measurable impact on global emissions. b) Phasing out fossil fuels in the short term or limiting consumption is likely to succeed. c) The current climate debate is completely rational and the public are solidly behind "net zero". This is something you signally omitted from doing. Now I realise I have a gift for explaining things that some people struggle to understand, but surely you could have understood what Blair was saying and refuted it without needing me to spoon-feed you an answer?

Take a pic of them and post it on here. I too drive like an old duffer, mainly because I AM an old duffer. My brakes are the ones that came with the car and have done over 25K miles. Here's what they looked like just now.

Take your pick! They are his statements, in quotation marks for clarity. Correct them as you see fit.

Sure, here you are, go for it!

You might want to look into The Blair Institute, as it has disproportionate effect on Government policy. Beyond that, instead of dismissing everything he says as "opinion", it might be more convincing to take "facts" he alleges, and correct them. @Ootohere 's post shows some of the funding, but there is also a lot of Government money that gets laundered, for want of a better word, through various charities and NGOs to people like Blair and Gates. (Hence all the bleating about DOGE putting a stop to USAID. That's p'd on a lot of people's chips). Unfortunately for Blair, while previous submissions to various governmental institutions have been welcome, such as during COVID-19 (https://committees.parliament.uk/writtenevidence/2160/html/), with his latest proclamation he's stepped on a few toes. So because he's gone off narrative on "Climate Change", suddenly the TBI is a problem and must be looked into. https://www.theguardian.com/politics/2025/apr/30/blairs-net-zero-intervention-invites-scrutiny-of-his-institute-donors

Amen to that! https://www.theguardian.com/environment/2025/apr/29/phasing-out-fossil-fuels-doomed-to-fail-tony-blair-climate

Funnily enough, I was mooching about under my car yesterday (I want to claim I was rust-proofing the rear subframe, but I'm not convinced it'll be particularly effective), nevertheless, I discovered a gap between the plastic rear valance/splitter/whatever and the car's bodywork, and looked up between the gap to see body-colour sheet metal (some part of the boot I assume) with a lot of surface rust on it. I'll try and get a pic of it, but I was actually quite surprised at how much there was. Beyond that, I'll have to get some sort of waxy spray to inhibit further rusting. Incidentally, if you don't like rust on your car, it's always worth having a look underneath. When my car was on ramps getting the gearbox serviced, I noticed what I felt was a little too much rust on the rear subframe and suspension arm for my liking, and I decided that, when I could be bothered and the weather was nice enough, I'd do something about it. Here are before and after pics of my faffing around "rustproofing" some of the underside of my car yesterday, on what was a perfect day for faffing around on a car.

I imagine the insurer views this question similarly to a wife whose husband has just asked her what she thinks about the idea of an "open marriage". 😄

I'm old enough to remember when the left were assuring us that there would be no ice in the Arctic by <date+just enough time for tax increases to save the planet>. Similarly, sea-levels were going to rise to unmanageable levels by <date+just enough time for tax increases to save the planet>. Now it's CO2 that is going to somehow destroy life on earth by <date+just enough time for tax increases to save the planet>. Are we not worried about ice in the Arctic any more? Are we not worried about sea levels any more? I've already gone through the CO2 figures with you lot, and all that happened was George went suspiciously quiet on the subject, and Wyx changed tack and let slip that the whole thing is about wealth redistribution. The CO2 crisis is a red herring. And that's before you open the can of worms that is political donors making fortunes out of the "Green" industry. (Of all flavours, this isn't just a Labour Party problem.) https://www.telegraph.co.uk/politics/2024/06/06/green-energy-tycoon-dale-vince-labour-election-donations-5m/

CO2 does NOT cause damage to the climate.

Of all the possible reasons to leave this place, this seems unlikely. It's no different to navigate than it was before, as far as I can see. Yeah, the search function is clueless, but that's nothing new. I have to point out that using a website to make a statement announcing you're not going to use the website is somewhat contradictory, but pointing out contradictions is kinda my thing. 😋 Anyway, good luck with the new site! 👍

Full-on nerdy posts are a feature, not a bug. The EA888 Gen3B is a very economical engine if driven gently.

As usual, @J.R. is correct.

I phoned Ken this morning and learned the oil used at Transmission Technology for the DQ381 is PETRONAS Tutela Multi DCT 700. https://www.opieoils.co.uk/p-226851-petronas-tutela-multi-dct-700-transmission-fluid.aspx Data sheet below: https://cdn.opieoils.co.uk/pdfs/petronas/20201102-Petronas-Tutela-MultiDCT700-TDS.pdf IMO, that "data sheet" has a bit too much self-congratulatory guff about how great the oil is, but there it is. So there you have it. EDIT: God help me, but here are links to the latest updated data & safety sheets, in case anyone is interested. 😄 https://uk.pli-petronas.com/index.php/en-gb/product/10461/pdf

I asked AI to have a look into DQ381 failures and try and find some patterns of root cause of failures. Here's what it came back with. It might be a useful resource, or something people already know, but if nothing else, it's a lot of potentially useful info in one place on the DQ381. Detailed Survey Note: Comprehensive Analysis of DQ381 DSG Gearbox Failures The Volkswagen/Audi DQ381 Direct-Shift Gearbox (DSG), a 7-speed wet-clutch dual-clutch transmission introduced in 2017, is designed for efficiency and performance, fitted in vehicles such as the Volkswagen Tiguan, Golf, Audi A3, Skoda Superb, and Seat Ateca. While it represents an improvement over earlier DSG models like the DQ250 and DQ200, it is not immune to reliability issues. This report synthesises findings from technical reports, user forums, and repair services to identify common root causes of failure, patterns, and preventive measures, providing a thorough understanding for owners and technicians. Background and Context The DQ381 is part of Volkswagen Group’s MQB platform, offering a smaller, lighter design compared to the DQ500, improving fuel consumption and reducing CO2 emissions. It is rated for up to 420 Nm of torque, making it suitable for front- and all-wheel-drive vehicles. However, its complexity, particularly in the mechatronic unit and hydraulic systems, has led to reported failures, often discussed in automotive forums and repair service websites like ECU Testing and Autotronics. Common Root Causes of Failure The following table summarises the primary failure causes, symptoms, and associated fault codes, based on analysis of repair data and user reports: Failure Cause Symptoms Fault Codes (Examples) Prevalence Mechatronic Unit Failure Intermittent loss of gears, limp mode, missing odd/even gears, jerky shifts P173500, P173600 (clutch position sensor faults) Most common, especially in Tiguans Hydraulic Pump Issues Delayed shifts, gearbox errors, complete failure P0C2900 (faulty pump, recall-related) Linked to 2017–2019 production Clutch Pack Wear Juddering, slipping, harsh shifts, reduced power delivery None specific, often diagnosed via symptoms High-mileage or heavy-use vehicles Transmission Fluid Issues Rough shifting, overheating, gear slippage None specific, fluid analysis required Common with neglected maintenance Software and Calibration Issues Erratic shifts, lag, communication errors U0101 (loss of TCU communication) Often post-update or in tuned cars 1. Mechatronic Unit Failure The mechatronic unit, integrating the TCU, sensors, solenoids, and hydraulic valves, is the Achilles’ heel of the DQ381. It manages gear selection and clutch operation, and its failure is extensively documented, particularly in Volkswagen Tiguan models (2016–2020). Symptoms include: Intermittent or complete loss of gears, often missing odd gears (1st, 3rd, 5th, 7th). Vehicle entering limp mode, restricting performance to protect the transmission. Jerky gear changes or inability to select gears, especially after long drives or in hot conditions. Root causes include: Manufacturing Defects: Despite improvements, the unit can have weak soldering, substandard electronics, or design flaws, leading to intermittent failures. Solenoid Failures: Solenoids controlling hydraulic fluid flow can stick or fail due to contamination or electrical faults. Sensor Malfunctions: Faulty clutch position or pressure sensors (e.g., P173500, P173600) send incorrect signals, disrupting shifts. Wiring Issues: Internal wiring faults, often exacerbated by heat or fluid contamination, cause communication errors. Repair services like ECU Testing offer rebuilds with higher-rated components, suggesting a pattern of thermal stress and wear-related degradation, particularly after 50,000–100,000 miles. 2. Hydraulic Pump Issues A significant recall (34K1 for VW, 34L4 for Audi) addressed a production flaw in the auxiliary hydraulic pump, affecting certain 2017–2019 units. This pump is critical for maintaining hydraulic pressure for clutch engagement and gear shifts. Symptoms include: Delayed or harsh shifts, especially in lower gears (1st–3rd). Gearbox error messages, with fault code P0C2900 indicating a faulty pump. Complete transmission failure if debris from a failed pump damages internal components. User reports on platforms like Reddit (DQ381 Carnage) highlight cases where missing bolts for the pump led to catastrophic damage, requiring full gearbox replacement. The recall offers free repairs if addressed timely, but delays or aftermarket tuning can complicate coverage, adding controversy around warranty policies. 3. Clutch Pack Wear The DQ381’s wet clutches are generally more durable than dry clutches (e.g., DQ200), but wear can occur under stress. Symptoms include: Juddering or slipping during acceleration, particularly noticeable in performance models like Golf R or Audi S3. Harsh or delayed shifts, especially in lower gears. Root causes include: Normal Wear and Tear: Friction over time, especially in high-torque applications (up to 420 Nm), accelerates wear in tuned vehicles or those used for towing. Inadequate Lubrication: Contaminated or degraded transmission fluid increases friction, hastening clutch wear. Improper Calibration: Software issues or failure to adapt the TCU after maintenance can cause excessive slipping, leading to premature wear. This issue is less frequent but more common in high-mileage vehicles (>80,000 miles) or those subjected to heavy use, as noted in Honest John’s DSG guide. 4. Transmission Fluid Contamination or Low Levels The DQ381 relies on clean, high-quality transmission fluid for lubrication, heat dissipation, and hydraulic pressure. Symptoms include: Rough or delayed shifting, often felt as jerky movements. Overheating, indicated by a burning smell or dark/burnt fluid. Gear slippage, reducing performance. Root causes include: Fluid Degradation: Over time, fluid breaks down, losing lubricating properties and accumulating contaminants like metal particles. Leaks: Leaks from the transmission pan, filter housing, or oil cooler reduce fluid levels, leading to insufficient pressure. Maintenance Neglect: Skipping recommended fluid changes (every 40,000 miles for most models, 80,000 for newer units) accelerates wear across components. Fluid issues are often secondary, contributing to mechatronic, clutch, or pump failures, and are more prevalent in vehicles with incomplete service histories, as discussed in repair forums. 5. Software and Calibration Issues The DQ381’s TCU software controls shifting strategies and clutch engagement, and glitches can mimic hardware failures. Symptoms include: Erratic or harsh shifting, especially after software updates. Delayed acceleration or lag during gear changes. Fault codes like U0101, indicating loss of TCU communication. Root causes include: Software Bugs: Updates, such as those for the hydraulic pump recall, have sometimes caused harsher shifts, as reported by users. Tuning Conflicts: Aftermarket tuning for increased engine power can exceed torque limits, disrupting calibration and leading to shifting issues. Improper Adaptation: After repairs or fluid changes, failing to recalibrate the TCU can cause rough shifts or clutch slippage. These issues are less common but significant in tuned vehicles or post-update scenarios, highlighting the need for careful calibration management, as noted in ImmoTools Cyprus. Patterns of Failure Analysis reveals several trends: Mechatronic Dominance: Mechatronic failures are the most frequent, often linked to manufacturing defects and thermal stress, particularly in early production units. Mileage and Usage: Failures peak between 50,000 and 100,000 miles, especially in high-torque or performance models, with heavy use (e.g., towing, stop-start traffic) exacerbating issues. Maintenance Sensitivity: Neglecting fluid changes significantly increases failure risk, with regular maintenance (every 40,000–60,000 miles) critical for longevity. Recall Impact: The hydraulic pump recall affects 2017–2019 units, suggesting quality control issues in early production, with user reports confirming higher failure rates in these batches. Environmental Factors: Hot climates and heavy loads increase failure rates, as heat accelerates fluid degradation and component stress. Preventive Measures and Recommendations To mitigate these issues, owners should: Follow Maintenance Schedules: Change transmission fluid and filters every 40,000–60,000 miles, using OEM-specified fluid to ensure compatibility. Prompt Diagnostics: Address warning signs like fault codes or rough shifting immediately, using dealer-level tools for accurate diagnosis. Software Updates: Ensure TCU software is up to date, but verify with dealers about potential side effects, especially post-recall updates. Driving Habits: Avoid aggressive driving or prolonged low-speed operation in high gears, which stresses clutches and fluid. For tuned vehicles, optimize gearbox software for increased torque. Repair Options: For mechatronic failures, consider rebuild services from specialists like ECU Testing or Autotronics, which offer upgraded components and lifetime warranties, often at lower costs than OEM replacements. Conclusion The Volkswagen/Audi DQ381 DSG gearbox’s common failure causes include mechatronic unit defects, hydraulic pump issues (especially in recalled 2017–2019 units), clutch wear, fluid contamination, and software glitches. Mechatronic failures dominate, often linked to manufacturing defects, while maintenance neglect amplifies risks. Patterns suggest higher failure rates in early production, high-mileage, or heavily used vehicles. With proper care—regular fluid changes, prompt diagnostics, and cautious driving—the DQ381 can be reliable, and rebuilt components offer cost-effective repair solutions. Key Citations ECU Testing DQ381 Mechatronic Causing Tiguan DSG Gearbox Problems Reddit DQ381 Carnage Discussion on Hydraulic Pump Recall Honest John Guide to DSG Gearbox Problems and Repairs ImmoTools Cyprus DQ381 Mechatronic Failure Analysis Autotronics DQ381 Mechatronic Rebuild Service for Tiguan

Where the 45K miles figure came from is beyond my Ken (😄), but he was sure that the correct interval was 45K and not 80K, though I have seen the 80K figure repeatedly quoted from official sources. Like I said, I'm just passing on what I was told. As I got mine serviced at under 26K, it's a moot point from my perspective. I don't know what the implications of switching between N & D on the Mechatronic are. Maybe it causes wear, maybe it's a good thing to exercise the mechatronic in that way. I genuinely don't know. 🤷‍♂️ Certainly Ken didn't advise me to do anything differently. Do you (or anyone) have an explanation for how switching between N & D might cause wear on the Mechatronic? I'm not going to use the stop/start function as (rightly or wrongly) it bothers me. IIRC, what I thought was the official service regime as at 80K miles or 8 years, whichever occurred first. 6 years is a bit previous, but as not all the oil is removed, I'm comfortable with what I've done. As soon as I got home, I mentally kicked myself for not making a note of the oil used by Ken. I might give him a buzz before too long and ask him, though he might have disappeared into Kenspace and be unavailable. TBH, it bothered me a little that the new oil looked darker than the oil coming out of the gearbox, but we shall see how I get on. My DSG behaves identically after the service to how it did before; i.e. impeccably. As for being serviced in accordance with the requirements of the manufacturer's warranty, IIRC VAG don't think the DSG oil filter needs replacing, so I'm not sure VAG service schedules/guidelines are infallible, though I agree it's important to keep your warranty valid if you have one. I've just had a look at my dash-cam footage to see if I could catch a glimpse of the bulk oil container Ken used for the replacement oil, but no luck. Bah!

I had my DQ381 serviced at 6 years and 25400 miles. My gearbox was serviced by Transmission Technology (UK) Ltd. Ken, who runs TTUK, has over 50 years experience working on gearboxes and was a very interesting and knowledgeable gent to talk to. The cost of my DSG service was £177.36 DSG Oil: £63.00 Filter: £24.80 Labour: £60.00 VAT: £29.56 Having watched Ken perform the service, it appears very DIY-able, if you fancy tackling it, though I'll mention my local VAG specialist told me to go to Transmission Technology when I enquired about a DSG service there. Having watched the service being done, this seems slightly surprising, though it may be that there's more to the DSG service than meets my eye. The process was mostly as the videos show, and was as follows as I watched it: 1) Remove DSG filter housing and filter. (This was the most awkward part of the job as the filter housing was difficult to remove. Access was from under bonnet above engine.) The filter was clear of debris, as far as I could see. (See pic. The replacement filter was a plain white filter. ) 2) Clean filter housing interior. 3) Fit new filter & replace housing. 4) Raise car to allow access underneath. 5) Remove level plug from DSG level aperture. 6) Remove drain plug from DSG and let oil drain. As I watched it drain, the old oil was light-gold in colour and appeared very clean, whereas the replacement oil was slightly darker. (I questioned this and was assured it is normal.) 7) Replace drain plug. 8) Attach replacement oil pump kit. 9) Start engine, and with engine idling, pump new oil into gearbox. 10) When correct quantity of oil has been pumped in, remove pump kit and, allowing oil to drain from level aperture to correct level, replace level plug. Note: I suspect this is where you will need some expertise in judging precisely how much oil is in the gearbox, and it is quite possible that there is more to it than simply letting the oil drain until it no longer comes out of the level hole. For a simple oil change on a DQ381, Ken told me you don't need to worry about checking oil temperatures, that is only needed when the gearbox has been disassembled in some way, where oil may not have reached all the nooks and crannies in the system and greater care is needed to ensure that there is the correct amount of oil in the gearbox. Additionally, Ken told me that the recommended service interval on a DQ381 is 45K miles, not 80K. If you disagree with that, I suggest you argue it out with Ken, I'm just reporting what he told me. Incidentally, I asked Ken about my practice of always putting the gearbox into idle at junctions, as I could feel that the clutch is not completely disengaged when in drive with the brake pressed. He confirmed that the clutch is indeed NOT disengaged when the car is in Drive with the brake pressed. He added that it wasn't a problem to leave the car in Drive with the footbrake on for short periods, but for traffic jams, putting it in Neutral was recommended. He also said that putting the DSG into Neutral at every junction would extend the life of the clutch pack. (Which I had already worked out, but it's nice to have an expert confirm it.) Judging by his experience, Ken is pretty much peerless (certainly around my area) when it comes to transmission work, and is able to resolve just about any gearbox issue on any vehicle. He does full gearbox rebuilds, sorts out mechatronic issues and will take on gearbox repair jobs that other garages will insist can only be solved with a new gearbox. The phrase, "What he doesn't know about gearboxes isn't worth knowing.", springs to mind. He talked about how much time he spends keeping himself up to date on gearbox tech and he's a man who has clearly devoted his life to vehicle transmissions. Downsides? For the patient person, none. However, Ken has been working since the 60's, and sometimes he can be hard to get hold of. My first appointment with him didn't happen because he took the day off for personal reasons. (When I got there at the agreed time, the place was shut and there was no way to get hold of him.) I turned up on spec on another random weekday, just to meet the guy and size him up after the first failed appointment, and again the place was shut, despite it being during normal working hours. Still third time lucky, though I did make sure to phone him up before setting off. 😄 I laugh, but it wasn't a good start, and had Transmission Technology not been recommended by my trusted garage, I'd have been tempted to go elsewhere for my DSG service because I don't like unreliable people. I note the reviews of Transmission Technology are a mix of delighted customers (the majority) and people who failed to get hold of him (a very grumpy minority, which I nearly joined). Ken's an elderly gent who he has skills that can't easily be found elsewhere. I suspect he's got to that stage in life where he works as and when he wants to, rather than because he has to. If you have a gearbox problem, if no one else can help, and if you can find him, maybe you can hire Ken.

£16K for a 7 year-old car seems like quite a lot to me. How old is your current car? Look at the cost to change. It's your money, and if it seems a good deal to you and you really like the car, then the opinions of other people don't really matter. Bear in mind VAG cars need careful servicing and TLC. If you look after them and anticipate and employ preventative maintenance, they're great. If you just get them serviced once a year/every 10K, you may find they can surprise you with some unexpected failures that you could have prevented by getting to know the expected failure points of the car and heading off the problem.