PetrolDave

The key word is Research-Cell, the time from first research cell to production volumes is unpredictable (and some research cell designs will likely never make it to production because of cost and/or manufacturing issues) - there is even one research cell with an efficiency close to 90% that uses nano-cell technology.

Whatever make and model of tyre they have in the factory at the time it is built that meets their specification.

Post Brexit Kopacek will only ship to the UK items that are accepted by Royal Mail, so as that rear spoiler is too large for Royal Mail they won't ship it to you.

I know, what I meant was that the 20 is a lowline camera, and the A5 is a highline camera.

I don't think the 20 lowline camera supports TSR, only the A5 highline camera.

Front mounted cameras? - I've owned 2 Octavias with 2 different cameras, a 20 lowline camera that only does HBA and an A5 highline camera that does HBA, TSR and lane assist. AFAIK side assist needs addition rear mounted radars and does use any cameras.

I've just received the VRS pedal covers and LED boot (trunk) bulbs from Kopacek. All fitted and working great with no problems. I had the VRS RHD footrest on a previous Octavia, and had a similar problem to @golf2 but only one of the lugs broke off so it was still usable. I have to agree that the material Kopacek use is quite brittle and not really fit for purpose.

That has nothing to do with front assist, the A5 camera is used for lane assist but not front assist.

... except those living in inner city areas with no driveway and having to park on the road. Solutions are being developed and tested for them but are not yet widely rolled out Interesting for those employed on a permanent basis but no help to those on zero hours contracts, self employed or retired. It seems to me that charging and cost solutions are being developed for the "low hanging fruit" of potential EV owners when what is needed is a solution for all drivers if the 2035 deadline is going to be enforced.

The other possible confusion is that VCDS defaults to showing all DTCs, faults and informational, but the default for the VAG dealer tool ODIS is to report only fault DTCs - so a VCDS scan will show informational DTCs that a dealer will not see by default (and hence will deny they exist!).

No you're taking a step too far - Yeomans can write to you because they purchased all of Truscotts assets - including their customer list. Yeomans need to ask your permission to pass on your details to any other company/organisation Having said that it's not uncommon for companies to operate an automatic opt-in system where they assume you have given your permission unless and until you opt-out, so I would contact Yeomans asking to be contacted ONLY for details regarding the servicing of your car (if that's what you want) and for your details NOT to be passed to any third party. My personal experience is that even if assurances are received (in writing or email) that this has been done you might still be contacted in future - I've reported several companies (especially recruitment agencies and car dealerships) to the Information Commissioner for breaching my express instructions regarding communications from them and third parties.

Even things like accidentally setting off the alarm will store fault codes, and there are some fault codes that are more information than an actual fault - so I agree with the above, clear them all and see if any come back after a few days.

If a previous owner had used an OBD11 lead with large pins (common amongst some Chinese products) the contacts on the OBD11 socket could have opened up and not be making contact with your dongle.

I'm 99.99999999% certain it can't be done by a TCU coding change - whay would VAG include in the TCU firmware a feature they are never going to use? Their race & rally cars don't use production TCUs so there's no reason to include it. Of course a company that does TCU 'hacking' might be able to do it...

It's not normally that simple - the shifter assembly usually has a normally open and a normally closed contact for each position (for safety and redundancy). Some investigation with a wiring diagram is needed I reckon. And what about the now incorrectly labelled trim - how to you plan to solve that?

Here's the newest one I can find at the moment 5L0 051 236 AH

Not quite all passenger cars - my previous Toyota Aygo with x-shift had the manual mode the right way round (forward to shift down, backward to shift up). To me this makes so much more sense since the G forces when accelerating or braking now work in your favour! I too would like my DSG Octavia to work this way, but I suspect that due to the redundant switching in the shifter assembly it will require more than just moving wires - and there's also the problem that the trim piece will show the now wrong +/- direction.

Sounds like you have a MIB2 Amundsen - yu can get the 5L0 prefix SD card you need off auction sites such as eBay.

Yes, it's the BMS operating correctly.

Nothing that huge can be called a mini!!!

I'm already running 2110, just wondered if VW have published a newer version without the traditional half year delay?

When was the last MIB2 Amundsen fitted in production? Are we now past the 5 year limit that VAG have for map updates, if we are then there will not be any more MIB2 Amundsen map updates?

It's been a topic of much discussion on here over the years (at least since 2016 to my knowledge) how different the advice from Skoda UK was to the rest of the VAG world. It's great that Skoda UK have fallen into line with the rest of the VAG world, but it took them far too long and it has cost UK Skoda owners a LOT of money in unnecessary cambelt changes - if this was the USA someone would be starting a Class Action case against Skoda UK!

The 1.5 is a different engine type to the 2.0 in the vRS, so the recall doesn't apply.

4 identical glow plugs fitted, but the ECU expects glow plug 3 to have an additional pressure sensor - I think you've diagnosed the problem yourself?