PetrolDave

Have you also checked where the negative battery cable is attached to the car body?

You 100% sure about that? I thoiught the vRS TSI and 1.8 TSI were independent too?

After 5 years both own a 5 year old car, but the BEV owner has paid 25% more to own the BEV than the ICE owner has paid to own the ICE.

Current Vauxhall radio advert stresses that the monthly repayments on PCP are the same for ICEand BEV versions, BUT quietly says that the repayment period is 4 years for ICE and 5 years for BEV version - so 25% more in reality!

Many years ago some colleagues and I had a challenge when on work trips - who could get the lowest instantaneous mpg figure. I won with a figure of 1.9mpg (158L/100km) on a 2.0L vauxhall Astra GTE.

Even further back in 1988 when I worked at an automotive consultancy the engine management engineers knew that they had to have two phases to their tuning: Phase 1: get the engine to run correctly and delivering good power, torque AND drivability Phase 2: sacrifice the drivability to pass the emissions testing requirements

My only concern about speed limiters, on any car not just BEVs, is that it will prevent the ability to avoid an accident by reducing the TED (Time Exposed to Danger) when an overtaking manoeuvre that seemed safe becomes high risk due to the actions of another driver. My same concern applies to black boxes required by some insurance companies - what's better, hard braking or acceleration to avoid an accident or an accident? My suggestion it that there should be a short period (a few seconds) when exceeding the limiter is allowed.

The language here is English, please post only in English.

No, it's a small electronic module that uses the cable as the current sensing resistance and generates a data signal.

... or the wiring and connectors, do NOT assume it has to be a module!!!

No need for adaptation as it's normal behaviour!

LIN is a single wire serial connection that carries data to the alternator telling it what charge rate to deliver. If the alternator is suddenly switching to maximum charge rate that suggests to me either the alternator isn't correctly interpreting the data correctly, or the source (can't remember if this is the CAN Gateway or the BCM?) sending wrong data. Of course as it seems intermittent it could be as simple as a corroded connection? Have you tried unplugging the cable from the alternator and visually inspecting the connector and alternator pins for corrosion?

Sounds to me like the LIN charging control signal isn't right - could be the alternator interpreting it wrong or the signal just being generated wrong.

No need to use VCDS after disconnecting the battery, just drive the car for a few hundred yards.

Any independent with an online connection to the VAG/Skoda servers can remove CP.

AFter 156,364 miles I'd suspect the DPF could be clogged.

These cars have a variable charge system designed to keep the battery no more than 80% charged, so the charge rate and the charge voltage varying is normal, whether that explains how much your idle speed varies I'm not sure.

It already is Superb Mk IV

Ever used the non-smooth version of Hammerite paint? That's hammer finish.

iOS17.6 is still developer beta, public beta won't be for a few days. I also see the black maps with Google Maps, so it's not just an Apple Maps bug.

Are the glow plugs in good condition, they're 9 years old now, and it sounds like they've never been as good as they maybe should be?

The data plate shows the engine type as CUNA, which AFAIK is the 2.0TDI 184?

Fuel starvation?

So max trailer weight is 3512-1912kg = 1600kg, which is slightly over the often mentioned 80% of vehicle weight guideline which would be 1529kg.

Check the vehicle data plate on your car for GTW. I *think* the 0kg GTW problem only applies to the Octavia 4.