PetrolDave

You would be far better off posting in the Fabia forum not the Octavia forum....

I had exactly the same with the factory fit P Zero Rossos on an RS4, was really quite glad they only lasted 9000 miles, after that I've avoided P Zeros and gone with mostly Michelin Pilot Sports or Goodyear Eagle F1 of various generations and been much happier with the consistency of grip and handling in all conditions. Not impressed with the Continental's on my L&K, so easy to spin the front wheels when moving away from stop.

Do you have the virtual pedal hardware - specifically the sensor under the rear valance?

Do any other VAG group (VW, Audi, SEAT, etc.) vehicles or other Skoda models fitted with the same engine have the engine cover on the 2.0TSI? Usually the engine cover is the same basic part with just different badges. If so, what's the 'special circumstance' which makes it unsuitable for fitting to the Octavia 4?

Skoda need to learn that not being honest about delivery dates will lead to more potential customers following this path, it's not just a lost sale now it's reputation damage.

Do you play the Lottery? According to Skoda UK the "recommended" interval is 5 years, but according to VW and the Skoda factory it's either 120,000km or "lifetime". Thios topic has been discused on here ever since I owned my first Mk3 in 2016 and has always provoled much discussion but no conclusion since the recommendations between country importaers and manufacturers are so inconsistent.

It's been said many times on here that the BMS only charges the battery to a maximum SoC of 80% to allow for this (very minor) regenerative braking effect. Certainly on my previous 1.4TSI which was old enough to be able to see SoC on the maxidot I never saw a value above 80%.

... of which module? An Octavia 3 has many systems all with their own firmware.

Really? - on a 2017 1.4TSI start/stop was standard on UK spec models. My previous 2015 1.4TSi definitely had start/stop, as does my current 2016 1.8TSI.

That lead has a small amount of resistance and is used by the BMS to measure the current going into or out of the battery - so it does matter that you use the terminal at the other end of the battery lead.

It won't and I didn't say it did, what I said was that the CAR BATTERY MANAGEMENT SYSTEM wouldn't know the battery was fully charged.

DIrectly to the battery or (correctly) using the chassis terminal on the bodywork NOT the battery negative terminal? Connecting directly to the battery negative terminal means the charging is not registered by the cars battery management system so it will still think the battery is not fully charged.

You seem to be asking for a black/white answer which is impossible since the vehicle usage and maintenance patterns vary enormously from country to country and driver to driver. It's all about acceptable level of risk for both the company and the individual: - the company (VAG) only care about two things, costs of a failure during the warranty period and reputation damage of a failure outside of the warranty period from following the 'lifetime' advice. BTW ask any engineer what 'lifetime' means and they will tell you 'until it breaks', so in reality 'lifetime' means nothing. - however owners care about the potential for a big bill for an engine rebuild/replacement in the event of a cambelt failure that will not be covered, or partly paid for, by VAG for not following their advice on replacement. Those lead to completely different levels of risk assessment. Personally I chose to follow the guidance of Skoda UK to change the cambelt at 5 years because I simply do not have the finances to cover the costs of a cambelt failure and I am risk averse, so I wanted to shift the risk to VAG by following their servicing advice. Other people will take a different view of the risk based on their finances and/or their attitude to risk.

Features have been going on and off the options list seemingly at random, but likely down to the ongoing difficult parts supply situation.

The Mk3 Octy was released in 2013 and AFAIK does not have an SOS module - at least my 2015 and 2016 models don't have one!

If you want support make sure it's a GENUINE one from Ross-Tech - which one on AliExpress is very UNLIKELY to be, as they tend to sell Chinese clones. If it comes with a CD with the English version of VCDS then 99.99% it's a clone.

I'm going back to the 1980's here... When the throttle cable on my MG Metro Turbo broke I was able to get home using careful clutch control and the small amount of fast tickover possible with the choke and could even get it into 3rd gear on flat roads.

If you have Canton the there is an external amplifier which has a digital (optical IIRC) connection to the head unit in the glovebox. Without Canton the speakers connect directly to the glovebox unit.

Some, especially early designs of direct injection gasoline engines, had problems with carbon build up in the inlet manifold due to the lack of the 'washing' effect that you get from indirect injection gasoline systems. This has been greatly reduced or eliminated by better design especially with changes to valve timing to reduce the likelihood of burnt gasses being sucked back into the inlet manifold. Some engines, like the 2.0L used in the Octavia III also have a combination of direct and indirect injection to also provide some inlet 'washing' effect. The 4.2L V8 direct injection engine in my previous RS4 was supposed to suffer badly from carbon build up in the inlet manifold but many owners, including myself, saw no significant issues even after over 80,000 miles so in my experience the problem is exaggerated.

You would be better asking on the Mk2 Octavia forum than the Mk3 forum😉

Definitely sounds like a row of dead pixels. at least the screen is only a screen so you can replace that without having to change the main unit in the glovebox and with no Component Protection issues.

Reading @Superted post it seems the actual electric range is much less than suggested which makes the electric cost per mile, given the current high charging cost per kWh, expensive. Plus the extra weight of a PHEV hybrid because of the batteries etc. makes the mpg on petrol worse - so the economics don't add up.

You didn't say high beams just matrix headlights It's obvious that high beams shouldn't be used on ANY road when there are vehicles in front or coming the other way - but matrix headlights are not just high beam because of their adjustable beam pattern they can be either dipped beam, high beam or something in-between.

When matrix headlights are fitted the only other options are sidelights or DRL which are not safe for nighttime driving where there are no street lamps - so I don't understand why you say matrix headlights should not be used on multi-lane roads?

Many engineers say that "life time" means until it fails, i.e. it says nothing about the actual length of time the item will work for.