J.R.

Longer in depth - an interesting concept! There may be hope for me yet to become narrower in height

Yes that made me laugh as well I know from personal experience (incompetence) that if the hose does not allow all the fluid displaced by the master cylinder to pass then the spindly plastic master cylinder pushrod will snap like a Twiglet. - I had forgotten to release the clamp on the flexible hose after reconnection before bleeding the system. The flexible hose does not present any restriction to the system, the clutch bleed block AKA peak torque limiter has a tiny metered orifice on the return stroke and is very restrictive on the disengage stroke when the poppet valve opens. These same scammers that are selling you something you have no need of saying it will give you more of an OEM feel would say the opposite when trying to sell you braided brake hoses. Compared to a brake system there is barely any pressure in the clutch hydraulic system.

Or simply reply "not my car" and forget all about it, which now the whole truth is known would have been the best thing to do, had it been an identical vehicle with a cloned plate they would have got back to you sharpish enough asking for proof. I never invest any more than the minimum amount of time on an initial rebuttal in any matter, giving any more can make you look vulnerable to a scammer or possibly incriminate yourself. I usually only take notice of recorded delivery letters, in a case like this I would respond initially with the briefest rebuttal and then say all further correspondence will go straight in the bin unless it is sent recorded delivery, it usually achieves the result.

This concerns my Yeti but the seatbelts will be common to various other models on the common platform particularly the MK2 Octavia. Indeed the problem may well be due to the unknown provenance of my seatbelts and that they may have come from a different vehicle. I rebuilt the car 18 months ago after an airbag deployment, the seat belt pyrotechnics had been set off and the seller I bought the airbags, dashboard etc from gave me exchange units where the explosive charges had been replaced, I dont recall any problems with fitting but it is possible that the passenger one had a bracket that needed some tweaking, I really cannot recall, I was unfamiliar with the vehicle and may not have realised something was wrong. Due to Covid & all the confinements I have very rarely carried passengers, some have struggled with the belt but it has always worked when I leaned over & pulled it progressively. However staying with friends las week & being the designated driver it was clear there is a problem, parked on their drive with the car facing uphill & also a side to side incline the passenger belt would not retract until the vehicle was on the level or facing downhill, the drivers belt has always been fine. I have just checked it parked here at my UK place and its the same deal, its facing slightly uphill with a more significant lean to the right, left had side is higher, drivers belt fine, passengers will not release at all. When the car is on the flat pulling the belt out quickly to lock it operates correctly as it shouldon both belts. Is this a problem with some belts or could it be that I have the wrong belt or bracket for the passenger (left) side of my Yeti?

Any uprated clutch will slip under exactly the same circumstances when yours does unless the clutch bleed block AKA clutch peak torque limiter is removed or modified. I bet you it slips when you bring up the clutch pedal faster than normal, be it dumping the clutch for a drag start, snatching an upshift or simply accelerating across a junction to avoid inconveniencing oncoming traffic. The way VAG protects your transmission is to make the clutch slip. "Simply (not) clever"!

Ignition switch.

You are correct in all your observations, the dynamic compression once it was moving will have retarded it and thankfully stopped it reaching the main road, junctions have to be less than a certain incline if not level which helps. initially its just the valve springs creating any resistance, the compression comes when the crank starts turning, those of us with diesels have the advantage. You never get a release of pressure when removing a spark plug even at TDC on the firing stroke 30 seconds after stopping the engine. Its a shame that so many of the old habits from days when they were really needed have been lost, like parking with the front wheels on an angle against the kerb on hills.

Not this time it wasn't unless the hill was very very steep.

Good point, I had overlooked that. I think that it is perhaps the correct term for recent generation of engines, its primary purpose is not to prevent shudder but to pull exhaust gases through the EGR, the shuddering happens when it gets clagged up & cannot close properly. Editted, thats exactly what you said, my apologies! Now I have a whole new avenue of thought to contemplate what ills my EGR emulator might be doing in different circumstances, when the engine thinks it is recycling ehaust gases but isn't the cylinder filling on the intake stroke will be being restricted. The more I think about this the more I want the missions fix to be rolled back & to put everything back to stock, these engines performed just fine before VW's trickery was discovered.

I said I would get back to you when I had a chance to read the DPF regen stuff from VAG, by coincidence I had just been driving around allowing a regen to finish and pondering why it was even doing one when I did a 5 hour motorway journey last night towing a 2.5 tonne trailer at a fair lick of speed, I can't believe there was any soot remaining to burn off, it has confirmed my suspicion that the emissions fix regens happen on calculated soot loading and not measured soot loading from the DPF differentiel pressure sensor. EGR is stopped during regens so my emulator can only be helping all the time. Not sure if Valhalla does know his stuff, whilst EGR will reduce the oxygen level in the exhaust gases there is no way to "starve" an exhaust fire of oxygen on a diesel engine with no throttle butterfly, the only conditions where it could happen is under full load at max revs with the engine taken beyond its volumetric efficiency, wheezing for air and all the oxygen being burnt with the diesel injected, at any other time and especially on light throttle openings or the over-run the DPF is having air pumped at it like the bellows on a blacksmiths forge.

That is complete BS unless you are talking about very old classic cars still running distributors with points and condensors. Every vehicle manufactured in the 16 years prior to the date you claim (and many for years before that) will have an ignition module with a 3D look up table and also critically a knock sensor, all vehicles automatically run the maximum ignition advance for the fuel being burnt and back the timing off to just under the detonation point, later ones vary it for each individual cylinder. How it make me laugh when I read people saying that a car is pinking or has piston slap It must be 25 years since I heard a road engine pinking, detonation is pretty much inaudible (amongst the cacophony of an engine developing max power) and will destroy an engine in the blink of an eye, never happens outside of the race track or on a rolling road where a knock sensor is not used.

No problem, I DIY my own variofloors using ones from MK1 Octavias and usually have to make or modify the side supports so am au fait with the details, from the photo thats what it looked like, if the edge of the variofloor was not visible I would not have realised. It is a very clever innovation that gains 2" of width when the floor is not used, also it probably means that they can sell the variofloor alone without a fitting kit (side rails etc) that needs someone handy on the tools to fit. Simply clever indeed!

From the photo it looks to be the support for the variofloor, if it were flush then the floor would fall down! The aperture looks to be for the luggage lashing hook. Editted, my suggestion is that the supports can be pushed back by hand if you remove the variofloor and want to use the full width to carry something. Simply Clever!

I may have got it backwards regarding the EGR operation during a DPF regen, its late now so I wont go searching but I printed out and laminated a very good and understandable thesis on the subject, its in my workshop in France but I will be back there in a few days for a flying visit so will check. Interesting to read Valhallas thoughts, my emulator does indeed fiddle with the outputs from both the EGR potentiometer and the MAF sensor. I understand what he says about the thermal management of regens but is that something that actually goes on or theoretical supposition on his part? Would stopping all O2 from passing through not affect the engine power or emissions? Does soot and oil ash actually burn so hot as to be too hot? I thought the burning was provoked by post combustion injection of fuel to be scavenged directly to the DPF, in that case the logical thing would be to stop that if the DPF temperature gets too high, what he is talking about sounds like a chimney fire but can that actually happen? If you think that it can an does then I need to do some live data recording (not that I know how!) during a regen both with and without the emulator. I dont like having something that I dont understand how it works, with this I do but I am in doubt as to whether I know all the consequences, I am a chancer in life but like to know when I am taking a risk and what the outcome could be.

Thanks, that explains it perfectly A copy of that drawing would make real man porn wall art! I spent from the age of 18 through to 28 on drawing boards with drafting machines just like that in a string of jobs and contracts.

Not sure if you intended to patronise me or perhaps you have some previous with me. I am quite au fait with twin coil wasted spark systems, twin magneto systems, twin point set ups to get longer dwell angle on 6 and 8 cylinder engines with single coils, I designed one of the first programmable (we call it mapping now) ignition systems. If you read my posting again you will see that I am querying the positioning of the 8 spark plug leads, they are not in 4 pairs lining up with the cylinder pitch and the carb throats, it looks like the outer cylinders have one spark plug lead, the cylinders between them have two and so does what appears to be a mysterious 5th cylinder in the centre. I'm sure your eyes are better than mine (if they are not then I really sympathise with you), perhaps you could look carefully and tell me what I have missed or misunderstood instead of being patronising.

purger (French) = to bleed, to purge a system of air. Replacing the brake fluid would be une vidange from the verb vider meaning to empty.

I dont believe that is a welded joint, in any case were it spot welded it would be before painting, it's probably a paint preparation problem, hard to tell from the photos but it looks like the lacqueur is lifting from the base coat because of condensation on the area when the clear coat was applied or perhaps water contamination in the airline. I would be very surprised that could happen at the factory and would look very carefully for signs of overspray, masking lines, paint/clear coat on door & screen rubbers etc, I suspect that your car has had transport damage repaired before being sold as a new vehicle.

I don't know the answer but dont ignore or underestimate the role that EGR plays during DPF regen. My cars performance, at 108hp was never good to start with but the increased EGR activity after the emissions fix (previous owner) had almost completely blocked the intake tract leaving it pitifull. I cleaned the intake tract and had the engine remapped, there was the opportunity to reverse the emissions fix at the same time but only at Celtic Tunings workshop, the lockdown prevented me from going there so a local agent did it. I have now fitted an EGR emulator so whilst the engine thinks it is happening on command nothing is actually happening, the problem is without a rollback of the emissions fix software the regens are still at frequent intervals and now to the point of this long posting, they take many more miles to conclude or require much higher revs, this is because during a regen EGR is used to raise the exhaust temperature, that is no longer happening with the emulator/simulator and I would suggest that "mapping the EGR out" would have the same result unless you can be sure that it will still happen during DPF regens.

So you have a problem with your clutch after 14 months (how long was the guarantee?) but you would not take it back for them to look at, you dont know what the fault is and neither do they if they can't see it, you leave them a 1 star review without having given them the opportunity to diagnose and rectify the fault. I would have asked you to remove the review as well, if subsequent negotiations broke down then at least you would have something concrete to say in a review.

What happens if you try looking where you are driving?

Something really weird going on with those spark plug leads, it appears to have an extra cylinder between pots 2 and 3. Cylinders two, two and a half and three have twin plugs and one & four have single plugs.

I think that the pump primes when the ignition is switched on and that the fluid is circulated at all times at a nominal pressure ready to respond instantly to demand. If I have dreamed that please correct me. +1 for the recheck the level although I probably forgot, well I have forgotten whether I did it or not which increases the odds Now I can recall re-checking the level after a road test or maybe I dreamed that up as well

The "canbus" neither monitors the bulbs for faults nor cuts the power, both these functions are taken care of by the body control module and the bulbs are hardwired to it. The BCM like all the vehicle modules communicates with the other control modules via the canbus data wiring. Whatever ****wit decided to call bulb monitoring canbus has a lot to answer for.

I bought an exchange ECU for my 1.9 PD 105 which had been remapped to an alleged 145hp, it worked perfectly and changed the vehicle beyond all recognition, never missed a beat over a couple of years. My 2.0 CR Yeti was a 108hp and equally dangerous for mid range overtaking, I had a Celtic Tuning remap to an alleged 184hp and that again has transformed the vehicle. I think both of them were in fact the standard VAG 130 and 170 hp maps, they are just too good to have been done by a teenager with a laptop on a rolling road. Aside from probably not having the larger turbo both engines were available with a range of different power outputs to slot into emissions classes without any other modifications so it really makes sense to remap if your vehicle is lacking when it comes to overtakes. On both vehicles I frequently was caught out, they pull like a train low down & accelerate well in the lower gears but an overtake at 50mph requiring say 70mph at the end of the manœuvre could bring on a half crown threepenny bit moment!