jcsbanks

J446 EV_EPHBO2CVW3800000 J519 EV_BCM37w ----- EV_AllWheelContrHA1VW37X J533 EV_GatewMQB2020 J500 EV_SteerAssisBASGEN1MQB37 J104 EV_Brake1ESCEPBMQB37W J285 EV_DashBoardVDDMQB37W J234 EV_AirbaVW40ALVVW38X J869 EV_SoundActuaGen2AU64X J605 EV_DeckLidCONTIAU536 J764 EV_ELVMarqMQBA0 J518 EV_Kessy37w J539 EV_BrakeBoostG2BoschVW37W J979 EV_ACClimaBHBVW38X J386 EV_DCU2DriveSideMAXHCONT J387 EV_DCU2PasseSideMAXHCONT J136 EV_SCMDriveSideCONTIAU736 J1086 EV_HREntryHellaGen3Mstr R242 EV_MFK3ValeoMQB J428 EV_FRONTRADARBOSCHVW380 J949 EV_OCU3HMQB37W J772 EV_CamSysRVCCompaFicos J525 EV_AMPEthMQB37w J250 EV_DCC3CONTITEMIC J794 EV_MUOIMQB37w J623 EV_ECM20TFS0205FF906259 J743 EV_TCMDQ381062 J245 EV_SunRoofCONTIAU736 A31 EV_LLPGen3LKEBODPO68X A27 EV_LLPGen3RKEBODPO68X J518 EV_RSADVL37w J518 EV_RSADVR37w J518 EV_RSADHL37w J518 EV_RSADHR37w Here is a list of 34 modules picked up over ethernet on a 2023 Seat. I expect the MQB2020 Skodas will be similar.

J446 EV_EPHBO2CVW3800000 J519 EV_BCM37w ----- EV_AllWheelContrHA1VW37X J533 EV_GatewMQB2020 J500 EV_SteerAssisBASGEN1MQB37 J104 EV_Brake1ESCEPBMQB37W J285 EV_DashBoardVDDMQB37W J234 EV_AirbaVW40ALVVW38X J869 EV_SoundActuaGen2AU64X J605 EV_DeckLidCONTIAU536 J764 EV_ELVMarqMQBA0 J518 EV_Kessy37w J539 EV_BrakeBoostG2BoschVW37W J979 EV_ACClimaBHBVW38X J386 EV_DCU2DriveSideMAXHCONT J387 EV_DCU2PasseSideMAXHCONT J136 EV_SCMDriveSideCONTIAU736 J1086 EV_HREntryHellaGen3Mstr R242 EV_MFK3ValeoMQB J428 EV_FRONTRADARBOSCHVW380 J949 EV_OCU3HMQB37W J772 EV_CamSysRVCCompaFicos J525 EV_AMPEthMQB37w J250 EV_DCC3CONTITEMIC J794 EV_MUOIMQB37w J623 EV_ECM20TFS0205FF906259 J743 EV_TCMDQ381062 J245 EV_SunRoofCONTIAU736 A31 EV_LLPGen3LKEBODPO68X A27 EV_LLPGen3RKEBODPO68X J518 EV_RSADVL37w J518 EV_RSADVR37w J518 EV_RSADHL37w J518 EV_RSADHR37w This was the list of modules we picked up over ethernet on the 2023 Seat.

Following up to this, our free diagnostic tool now has MQB2020 gateway support and has successfully connected to a 2023 Seat (it is off the back of a paid product that flashes the MLBevo cars, we've been doing everything from B9 S4 to Urus and 992 Turbo S). It has a comprehensive fault code dictionary for all known modules on the platform. Would be very interested to see how it goes with Skodas with ethernet, which is generally going to be the latest models related to the Mk 8 Golf.

Hi, new here, but used to be here under an old account with a vRS in 2005. I'm just looking at recent Skodas and working out the chassis electronics overlap with the rest of the VAG/Porsche group. I'm also interested in Seat and VW. From 2016, the new longitudinal engine platforms introduced ethernet/DoIP. Initially Q7/Q8, Panamera, then Cayenne, Continental, Bentayga, Urus, B9 A4/A5, C8 A6/A7, D5 A8 etc. More recently the newest MQB transverse platforms also have ethernet/DoIP. I'll need to look at some wiring diagrams, but have any of you noticed or used ethernet/DoIP yet? Are there any Skodas with the MLBevo platform with longitudinal engines and where did the latest MQB (equivalent to Mk8 Golf) come in with Skoda? Finally, have you noticed which models have MG1, MD1 or MGD1 ECUs? Any with ZF 8 speeds? I'm not selling anything here, but the info might unlock a useful free and fast diagnostic tool that works on other VAG/Porsche vehicles with ethernet/DoIP. Thanks, John

Thanks Colin!

Hi, I used to be a member around 2005 but the account is with an email address I no longer have. I am a commercial automotive software developer writing aftermarket diagnostic/flashing/logging software for Audi, Bentley, Lambo and Porsche vehicles. I'm interested in the tech overlap with Skoda and will ask relevant questions in the technical sections. My present car is a 2020 RS6, I sold my 2020 R8 last year. My wife used to have a 2005 Octavia vRS which I have fond memories of. I'm not selling anything here and if I wish to do so will ask about advertising. Thanks, John

Agree with Goose. The MAFs are known to be fragile anyway. If you remove the screen you are likely to also get a change in reading. Not sure how the VAG ECUs work for load as I believe their load measurement is not entirely MAF based, but if your MAF reading is now false, the ECU will have to adapt the fuelling and timing compensations to fix the effects of the misread. Not one to do without careful thought and measurement of all the effects such as AFR, EGT, knock etc. Additionally, flow will not be laminar, but turbulent at typical inlet air velocities.

Maybe not what you want to hear, but have you considered starting with a car that comes with a bigger turbo, a strong gearbox and puts at least some drive to the rear wheels? You're at the value/low hassle/quiet/nice power band/comfortable stage at present with +50% on standard. Much beyond here and you'll end up with a car that is difficult to sell, and the money you put in for upgrades and maintenance may have been better put towards a car that would do what you want out the box or with easy mods? No offence

Mine didn't go pop until it hit 450 BHP when it more just oozed coolant Well, I lie, it did pop a gearbox at 360 BHP.

Busted by Insp Holmes :P I'm surprised they refer to "the twisties" on Scoobynet as where they really excel is on rollercoaster style undulations with nasty cambers and unpredictable surfaces covered in wet mud and leaves, with twisties thrown in, but maybe that would be a bit of a mouthful The standard vRS just can't hack this sort of road at pace, I've not experienced a standard VAG motor that can, driven in RS4 and passenger in RS6 included. I'm not a VAG hater though

Sorry, have to disagree with the popular view here, I don't find that our (05, so it isn't tired) Octavia vRS handles as well or is as composed as a sportier Ford. Our Puma (01, 48000 miles, on original suspension) is in a different league in the twisties, the vRS feels like a sofa in comparison, we've also run the two cars down the same road and the Puma gets away from the vRS I'm afraid. We've also had a 1.6 and 1.8 Zetec Focus within the last month or two (lease cars) and a few years back I had a 2.0 Focus. The Puma especially can be placed perfectly, body control is brilliant, part throttle response is smoother being normally aspirated, steering is very communicative in comparison, brakes are far easier to modulate, turn in is on another planet. The Focus seems to have similar ride quality but the body control is better I reckon. Yes they usually have less power. The vRS is a comfortable cruiser that with modifications I am sure could handle well, but in standard form you could be disappointed coming from a sorted Ford, Subaru or the best Peugeots. But for 90% of driving the vRS is very good.

Warming the oil first, and then building up load after the first 10 or 15 miles has always worked on my engines. They make power, don't use oil, don't have excessive blowby, and on strip down when appropriate have had a nice honing pattern without bore glazing. I'm a believer in early piston ring seal from short bursts of load and controlled engine speeds, although it is controversial... http://www.mototuneusa.com/break_in_secrets.htm

The Puma is quite short geared, this of course multiplies the torque, plus it only weighs just over a ton, torque and power to weight is not far off the Octavia. Not big miles on the vRS yet so we'll see.

Just wondering. Obviously all engines loosen up with mileage, although I've never found it to feel like more than a handful of horsepower, and I don't think there is anything wrong with the wife's one, but it doesn't feel as fast as the demonstrator did. 3rd gear feels a bit too long geared, and there isn't really much in the way of torque. Don't really feel excited about driving her car again, will see how it loosens up though. Was really looking forward to it after the demo test drive, the rest of the car is very accomplished for the money, but the performance leaves me cold, whereas our Puma doesn't, although that is more chuckable, gives more feedback, small car feel etc. Company car, so tricky to remap, could be insurance implications etc.

Racelogic traction control might be worth thinking about if you are serious, since you have an in-car dial from which you can adjust the slip that the system runs closed loop around. This graph shows that optimum performance is achieved with some slip, whereas factory systems tend to run less than this on the upslope of the graph. I think I'd benefit from it on my AWD car soon as I go over 450 lbft, as in the lower three gears it can be interesting, and that is with three diffs to sort it all out. FWD with lots of turbo assisted torque arriving in big non-linear chunks (as with big turbos on small engines) is not fun on road tyres on poor surfaces even in good conditions. Modifications can easily spoil the balance of the car.