rum4mo

I agree, the trouble so far seems to be that most people just want their car fixed ASAP as they need to use it, not good for those with this issue still to happen though, at the start of this thread I as a VW Group car owner, was "spitting blood" etc due to the risk to life, but maybe my wife's car's engine was build earlier to this problem occurring during initial assemble. In my previous posting I was wrong in saying that my wife's car's engine was built well before it, the engine was built 07-05-15 and the car was built 22-06-15. Surely Skoda know during which production periods this could have happened, and so only re-call potentially affected cars - across the VW Group marques, or at least inform VW AG and let them control re-call notices.

Yes, well I've only ever fitted Panasonic and the originals were always Panasonic across the VW Group marques, well Audi, VW , SEAT and as is said here Skoda. Previous cars, both used well, a 2000 VW Passat 4Motion and a 2002 VW Polo 1.4 16V, both got their fob batteries replaced at maybe the 8 year point in their life - why, well just because I thought it was time to do that. Current cars a 2011 Audi S4 very little used and a 2015 VW Polo 1.2TSI got their fob batteries replaced end of last year/ earlier this year, the 2032 in the 2011 S4 were still in good state, the 2025 in the 2015 Polo a lot less so, maybe 3.04V down from the 3.25V of the new Panasonic batteries. Typically when you buy them online, there will be a picture of the actual batteries or a picture from the same card/batch and so the "use by" date can easily be seen, in that case the date was 2029, so that suited me.

Just unscrew it quickly, the valve will close off - and a small amount of liquid will appear and boil off, same when fitting the new one and ideally use a new O-ring, if you find any system oil on the old sensor, use that to lubricate the new O-ring, make sure any salty corrosion is cleaned away before fitting the new sensor. Edit:- maybe VW Group had a nagging feeling that their AC pressure sensors were going to be troublesome, so made sure that replacing these sensors would be possible without needing to remove the fridge gas charge first.

I was made responsible for weighing that virgin R245fa when it was delivered, and weighed when it was removed as waste. Now here is what might be a curious thing in the way some F-gases are controlled, all our R245fa waste was either scrubbed up and credited to us (maybe) or mainly sold on to foam blowers to be used as a propellant - think about it, where did that gas end up when used to blow foam, but not to worry by that time its description had been changed from being an F-Gas and so subject to strict controls, to being a propellant for the foam blowing industry.

Even in the 70's nothing beat a beaker filled with Freon to clean things up, it used to be one of our preferred cleaning agents, whoops. Even in ultrasonic baths - it used to disappear quite quickly, strange eh! Latterly I handled maybe a ton of R245fa a year, I'm not sure that was listed as being toxic back then, we knew it was maybe addictive though, not good when it was so difficult to minimise leakage - zero ozone depleting figures though, but a significant GWP figure. Anyway, no gain without pain!

Sounds like he only ever charges from a trade virgin gas cylinder and gets supplied with industry standard (for that gas type/pressure) waste recovery cylinders which tend to built like brick toilets as they will have a long and tough life as well as needing properly cleaned out and vac'd down ready for any other gas within that pressure range being loaded back into them by the next user. A smart cookie, playing safe, maybe even replacing the filter in his recovery unit after every recovery - happy customers maybe even.

I've checked that pipe on my wife's July 2015 build VW Polo - I think December 2014 engine build date, and it looks okay, well as much as I can check without removing the air filter box.

Yes, it is a bit of a game, if anyone does end up with a cocktail then that is not good, ideally the recovered gas should get sample checked while it is being recovered and diverted into a waste recovery cylinder for sending away for disposal and not into what will be a decant cylinder inside the all singing and dancing recovery/vac/charging machine. That could be one reason why to get a mobile operator to come to your house and only accept the use of a cylinder with R134a written on it - and a legal one with a one way valve, so that means virgin R134a from a reputable supplier. I'm booked in or my wife's 2015 Polo is booked into ATS Euromaster for a recharge next Wednesday and I'd doubt if I'd get very far asking them if they are using what is currently in the decant cylinder or using virgin R134a - I'll need to remember this time to remove the Lo side dust cap so that I will not have to buy yet another one, a bit of sticky tape will keep that area clean for a few hours.

I'd think that one of the better plans is to remove the pollen filter and refit the cover, then discharge one of these "bombs" inside the car with the ventilation system set for recirc and Lo temperature with the chiller disabled - the instructions will be on the can, ECP sell a few versions quite cheaply. While you are at this task, maybe look under the water deflector - ie plastic cover in front of the windscreen to make sure that that area is clear of leaves etc. Edit:- I'd think that the plan to remove the pollen filter is to stop it stripping the spray particles out of the air, also no chiller is to stop the spray particles condensing out of the air.

The way I read the Halfords/STP guff was that it was for R134a systems, but the actual wording, I seem to remember did not say that explicitly, which will be why they can legally sell it as it is not an F gas. Edit:- yes I know that R134a is not the current "in use for new cars" AC gas, I was referring to the fact that STP also sell a product for the 1234yr or whatever it is called.

Crazy way to do business, how to make someone's life harder!

Yup, one of the products is suitable for use as a top up for R134a systems - the other STP EZ Chill product is suitable for use as a top up for the current AC gas.

Yes it is from the same family of engines, EA211 I think, so yes the belt needs to be inspected and officially only replaced when showing signs of damage, though I'm planning on getting the belt replaced on my wife's 2015 Polo 1.2TSI 110PS round about the 7 > 8 year point as we plan to keep it for 12 > 13 years, mileage at 6 years is only 34K. Hill Hold, it is only Hill Hold Lite, ie it only holds the brakes on for 3 > 5 seconds which is meant to be enough time to move your foot across on a 6MT car, so how much use it will be on a DSG I can't work out. That is something that I always need to remember when driving my wife's Polo as my S4 has proper hill hold - I'd probably say that as that Polo has a mechanical handbrake, I find myself using it to hold the car at junctions etc, the Hill Hold Lite seemed to be a good idea when she first got that car, but I keep finding myself waiting for it to start rolling before fully engaging the drive, maybe so as not to try to force the wheels to rotate against the retaining force of the brakes - doing things the old way means that you can feel the drive being taken up and so release the handbrake in time. Auto lock might not be enabled, I've forgotten if it was from new on that 2015 Polo, "tear drop wipe" - I failed to find out if that can be enabled with rain sensing wipers, it can for ordinary wipers. Edit:- just one other thing, be aware that some engines left the Skoda engine plant with incorrectly torqued (high pressure) fuel rail bolts. I'm not sure if Skoda ever bothered to come clean over what the range of engine numbers were that were passed out while that production issue was "happening" - it will not be very handy to find fuel running out of the front of the engine!

Hummmm, and add to that STP EZ Chill says its from Energizer - and when you click onto their USA website, I can't find any reference to these chiller/chilling products - only batteries, which I also avoid. One honest statement is "it replaces your lost AC gas" - but with what!

@Peskyparttimers, which section of the LP fuel line was that? I noticed that my wife's August 2015 VW Polo had ended up with a section of LP petrol pipe touching/rubbing on the AC pipework, that was causing the surface to get rubbed away, so I retro fitted a suitable bridging clamp to hold that pipe away from that AC pipework. VW Group were meant to have included that mode back in late 2014, but like many other things, it seemed that was just an idea, the reality was that once all units had passed through the factory, newer stock would get built to this new standard, ie "don't waste money, just run the existing stock out first even although it is a potential safety issue". Now if that is just inferior quality pipes, then that is not good, global supplying at its best maybe leading to parts being sourced from less than trustworthy "other" countries being done so that VW Group products can be supplied into these "other" countries, ie "job/work share".

I think that this has been discussed in the past on this forum, in particular this 1.2TSI 110PS engine, and maybe also the 90PS version as well. To be honest I've forgotten the exact mechanics of it or why it behaves like this, but I'm sure it has something to do with how the excess capacity of the turbo is diverted under these initial conditions. My wife has a 2015 VW Polo 1.2TSI 110PS and I've hear that but mainly only after she has reversed back up our driveway and is then driving away on a level section of road, I can't say that I remember hearing it doing that when cold while I'm driving it - though it could be I'm expecting it and accept it as being normal.

No cryptic thoughts intended, I've thought all that about the gearbox or indeed the complete clutch and gearbox setup on that 2015 Polo very soon after buying it new, ie I would not be surprised or shocked if I needed to get that area sorted out while my wife runs that car, it is just the way it is. Unfortunately some others on these forums have found issues with and even had to get the clutch replaced and/or the gearbox replaced, so this issue remains in the back of my mind as a "when" and not "if" I need to spend time and money on it. Your postings so far on this have not exactly been anything other than general statements on how you are finding that gearbox, creating a thread on any forum and thinking that anyone could give you a short quick and cheap repair to this issue is not going to happen, I was just trying to support your thoughts with mine - so were both of us being cryptic?

Not really though there are many complaints about both the 5 speed and 6 speed gearboxes on these Fabia, Polo and Ibiza (same age) in these motoring forums. I seem to remember that nasty issue that when the bearing go completely they wreck the gearbox casing so rebuilding becomes a bit trickier and so very expensive, so just hope to stay lucky.

@logrover, very good, there is a chance that the kit I bought would not have fitted that 2002 Polo either!

Sadly, I reckon that that is a potential "feature" or "characteristic" of these horrible cheap nasty VW Group modern gearboxes, the 6 speed ones at least! I'm sure that my wife's August 2015 Polo 1.2TSI 110PS only started doing that after it had been forced back into the VW dealership for a proper/correct fix for an annoying amount of transmission shunt caused by either a faulty gearbox mounting or an unsuitable gearbox mounting, it came back out with a TDI gearbox mounting - that was a warranty repair! Probably heavy use/abuse by the workshop team forced that feature to appear on that car, or just co-incidence!

I've had a look at that tube on my wife's 2015 Polo 1.2TSI 110PS, I'd think that that is a crankcase ventilation system pipe, I did not check completely, it is a hard shaped pipe, the hard part material I can not confirm is plastic or steel or aluminium, and it is sheathed in a closed foam material either to reduce noise or control temperature. There is one or two "flattened" areas on that pipe even from new. Edit:- that sort of material seems to be a favourite of field mice, ie firmish closed cell foam always black! My S4 bits at the edge of the bonnet got attacked one year in the garage, my daughter's SEAT Ibiza SC got the same material in another place attacked outside on the driveway - I bought 6 mouse traps, bait them with cheap peanut butter(which is not a good idea if you are using poisons as it counteracts them it seems!), I prepare them in late October and "maintain" them until late April. Normally I find only one family or group of field mice chose our driveway and garage to winter in - so after despatching maybe 6 in total, the traps stay empty for the rest of the "season". Nasty little bas---ds!

VW Group do sell repair kits for these connectors, I bought one many years ago for a 2002 VW Polo fuel filter change, that just never happened, I had no proper reason to buy that repair kit, but I reasoned out that VW Group would not be selling them unless they were sometimes required. I've just had a look at the kit contents, it was for a 1.4 16V thought both cars share the same filter "type" if not necessary the same fuel regulator, and the kit contains a green plastic cage, a new O-ring and a small retainer clip - I'd think all of that fits inside that black housing. The part number for at least the BBY engined 2002 Polo was 6Q0 298 260 - if any of that is of any use to you, these parts were bought over 10 years ago.

Yes yes, I understood the accidental ordering of the wrong bolts, it is just that the size of the box which is labelled as a kit, looks to be big enough to fit all the parts into - but they needed to order in 4 of them for your repair - unless extra kits were being ordered in, but in which case you would not have been asked to pay for them. Also when thinking that VW Group had organised a kit of parts for this known failure, then once again why were you billed separately for 4 bolts and 4 supp. parts - which were shrouds/clips, very strange, I'm sure that now you don't bother about any of that, but I was just curious - a case of due to you including pictures to make life easier for others it has ended up with someone, ie me, asking more questions!! Sorry about that, my curiosity should force me to order in a kit and see what turns up - and report back to this thread or the other one. Edit:- I've just checked the parts cat online and yes, "repair kit" is only enough seals for one injector, so while mention of VW Group supplying a kit of parts to address this unfortunate situation, has come maybe from a couple of people that have had this failure, it seems like individual parts need to be ordered in to make up a kit of parts for carrying out this repair - I will not ask any more questions concerning your repair!

@PaulTheCat, good good! I can see that you understood why I posted that, ie I was not trying to say "you are wrong!" more trying to make it clear to anyone thinking about getting together a kit of bit, what all they needed to get ordered. The box in the picture that is called a kit, it seems a bit strange that it is that size when all that is in it was 2 parts for a single injector, the TPS order shows that 4 were ordered, so I reckoned 1 for each injector. Logically that is the best way to sell them as the same 1.0TSI engine also uses these seals - so it would need 3 kits if that fuel rail or injectors were ever removed. The supp parts seem to be clips for the injector and maybe only ever required if the fuel rail bolt(s) snapped and these parts were considered to now to lifed. So, did the order arrive as 4 square boxes each with a single set of parts in each one, that seems like packaging overkill - but seeing would be believing.

Slightly better than getting nothing, but, the way I see it, after Skoda discovered their production line error, and corrected it, they did not suddenly increase the price of these cars, and when you take into account the potential danger of a fire when high pressure petrol is spraying out of the front of the engine while it is being driven, then reducing a repair bill is not what is required - but they got off with it, shame on them! Edit:- in the case of the issue with the inlet camshaft variable timing pulley slackening off and maybe causing engine damage, it sounds like at least in some sales areas, recalls were issued - so was that because the potential for large warranty claims was higher than just doing the right thing. In this case Skoda, and all of the the rest of VW Group, seem to be very relaxed about what sort of claims would make their way through to their "cash managers" even if some of these claims were lose of life and personal property - they spun the dice and took the risk, or many owners-drivers-passengers of 1.2TSI 16V engined VW Group car are at least.