Hi all. I have a call out booked with AA through Skoda assist for the morning but wonder if anybody can point me in the right direction please....

 

The charge door on my Enyaq is permanently stuck in the closed position. I have tried the suggestions found on the net to open with no luck. I cannot hear the solenoid activating when unlocking the car so assume this is the issue but wouldn't mind getting it open if anybody has any suggestions please ??

This has happened twice with my Enyaq. The last time was at the end of June when the flap locked whilst I was visiting Wales. The Skoda dealership in Swansea said "it happens a lot". Very constructive. As it was a Sunday, there were only sales staff around and no one had a clue how to resolve it. IMHO there should be an mechanical release for the flap, but there isn't.

 

I had to be low loaded back how and a new flap and actuator had to be replaced under warranty.

 

Not a good design and it appears to be a prevalent problem.

I'm selling my Karoq and only last night when preparing all the documentation, came across a warranty receipt that I'd forgot clean about - fuel flap actuator replaced.

 

Never happened on any other VW / Skoda I've owned but remember having real difficulty opening the fuel flap. If memory serves me right I think I had to push the dead centre of the flap for it to release when stuck.

 

Sounds like the Enyaqs may suffer from the same issue.

If you have ANY problems with the flap on the Enyaq iV, I suggest asking for it to be replaced. Mine got stiffer and I contacted the dealer, and they said they would replace it. I'm glad I go it booked in, because a few weeks later it broke and will not stay closed when locked. So I have to tape it shut at the moment!!

The dealer says the replacement is a long job because their battery specialist has to power down the main battery pack before the job starts. So, it is an all day job.

Edited 6 December, 20232 yr by Cotswold

14 hours ago, Cotswold said:

The dealer says the replacement is a long job because their battery specialist has to power down the main battery pack before the job starts. So, it is an all day job.

Well that's pretty sad - wouldn't all techs need to know how to disable the battery? In case of a sudden issue? I'd imagine after warranty ends many people will simply do this themselves with a 20 pound part instead of multi-hundred pound bill for "specialist services"...

23 minutes ago, Kostas123 said:

Well that's pretty sad - wouldn't all techs need to know how to disable the battery? In case of a sudden issue? I'd imagine after warranty ends many people will simply do this themselves with a 20 pound part instead of multi-hundred pound bill for "specialist services"...

I think the battery in question is the large 400v + lithium ion battery for the motor rather than a small 12v battery? 

26 minutes ago, @Lee said:

I think the battery in question is the large 400v + lithium ion battery for the motor rather than a small 12v battery? 

most likely yes. but wouldn't the techs know how to operate the disconnection hardware? or are they going to wait for their "battery specialist" colleagues while their shop is burning down?

Do you know how to operate the main circuit breaker on your house fuseboard? If you were going to be working on your house electrics I suspect that you would.

 

It ain't going to take a day thats for sure or they would be saying that they need 2 or more days to unbolt the lead on a traditional battery!

Edited 7 December, 20232 yr by J.R.

@Kostas123

If the place is going to be burning down there are not messing about disconnecting a BEV,s battery. 

If a BEV is the cause of the fire they are not going near it. 

 

 

Edited 7 December, 20232 yr by Rooted

I do understand why most techs are cautious, there is a lot of energy that wants to be released in those battery packs... but I do have a feeling that most of this fear is just unfamiliarity - after all, regular vehicles have a huge amount of energy in the petrol tank, even more than EVs. Yet most techs would gladly use an electric pump (same electricity that causes sparks) to siphon the petrol if the tank needs dropping, or simply use brushed motor power tools around the tank (what if fumes are present?).

My prediction is that the risks will be weighed and most of these "electric" jobs will get quicker with less overhead, like letting regular mechanics change the charge port motor... And even if I'm wrong, the general public will not tolerate simple jobs taking over a day just to wait for some specialized mechanic, and others will not tolerate a high price for a seemingly simple job - and take it upon themselves to fix it. We will definitely see some fires from such jobs, but most will succeed, thinking that the dealership tried to rip them off...

Some jobs are waiting weeks because a Trained PHEV / Mh / BEV technician is not available or off sick and that is just to carry out Inspection Services and a brake fluid change. 

 

Read the pages and pages and all the guff on EV fires in the EV  section on here and the nonsense.

Then watch the Youtubes of mechanics in the Orkney and elsewhere taking out EV batteries and rebuilding / welding rusty cars.

Or home mechanics changing cells in batteries or replacing complete units or building EV,s.

 

It is Main Dealers being talked about by the OP.

 

They are busy all around the UK for a reason and not just price.

See @ 7 minutes 30 seconds.

 

 

Edited 7 December, 20232 yr by Rooted

1 hour ago, Rooted said:

See @ 7 minutes 30 seconds.

So brake bleeding needs traction battery disconnect? He also claims he disconnected 12 volt battery too... Seems way too excessive...

Working on BEV,s and PHEV,s need the systems isolated for some jobs. 

 

It is not complicated,  Then using external power sources if needed as you might with an ICE vehicle,