cliffcoggin

A good start would be to get the car scanned for error codes, because of the complex electronics controlling every aspect of the engine and transmission.

The obvious culprit is the thermostat. Renewing it would be a good start.

I agree with Steve that it must be the fuel pump. There are no other moving parts around the fuel tank except the pump.

You have nothing to lose by back flushing the matrix, ideally with 1 bar or more pressure, though don't be too optimistic of success. Let the flushing water go to drain in case it does push out some solids.

I don't understand why you have changed the clutch when it is only a switch that is faulty.

Max. If you are expecting a solenoid valve on the coolant system you will be disappointed. Cabin temperature adjustment by control of coolant flow was abandoned years ago. Maybe you already know that, but I mention it just in case. Temperature regulation will be by mixing hot and cold air by means of flap valves in the air ducts. I don't know if the flaps on your car are entirely mechanical or electrically powered. Note that electric flaps are known to be prone to failure. There is also the possibility of a partial blockage of the heater matrix which can be caused by scale or by crystals of silica gel that have escaped from a bag in the coolant reservoir. (Bags of silica gel in the reservoir were installed for a few years by Audi.) I am inclined to think the latter because such crystals also prevented the thermostat from closing, which may explain why yours was missing. There are videos on Youtube explaining the silica gel problem and how to change the heater matrix if necessary.

I'm not sure that applies in this case. For goods to be unfit for purpose under UK consumer law they would need to have a major defect that affects their basic function. Being unable to set the cabin temperature in advance of starting the car strikes me as a minor fault rather than a major defect, no matter how inconvenient and disappointing it may be.

Thanks for letting us know.

Michael/Brian. Any updates for us on your wet tailgates?

I see you visited the forum yesterday Bradley. Are you going to provide the data requested that might enable somebody to help you?

Many, many people suffer Adblue faults as you will see if you search the forum. It's a dreadful system.

I doubt that would be acceptable under Swiss law. Or do you know otherwise?

A waste of time and money.

As you wish Anthony. It's your car.

I would not trust dealers to say anything that did not line their pockets.

Have you tested the relay as Trevor suggested?

The whole clutch kit will be needed. A new flywheel? Well that depends how badly it is worn, however in your situation where parts are difficult or slow to obtain, it may be best to order a one one anyway to save having to strip the transmission twice.

Why do you want to upgrade the suspension Pete? The standard suspension has proved its worth by lasting 150000 miles, so what's wrong with fitting new standard factory parts?

It really does not matter how or why it happens, the fact remains it is a defect and should be fixed at no charge to you in a new car. In the UK the responsibilty for fixing that defect lies with the vendor, on your side of the Atlantic it may be different.

Thomas. If you read the whole thread you will see that Paul Cairney had very similar warning messages to you and that he found a solution.

Chris. You were not asked for your motoring history so please try to keep to the point. A wall of irrelevant text with no punctuation makes it difficult to decypher what your questions are. So let's start again. What specifically do you want to know?

I can't help directly Nick, but for clarity are you trying to get rid of the error code alone, or do you want to cure the fault that is causing it?

To amplify Gareth's comments, if you don't allow the oil to drain down to the sump after running the engine you will get a false low level reading on the dipstick, and may therefore be tempted to add more oil. If you then check the level later when the the oil has fully drained it will show a true high level.

The reason cambelts are not routinely inspected is the need for significant dismantling of the engine for access to see it, which causes high labour charges. By the time such dismantling is done one might as well change the belt, because the cost of the belt is minor in comparison to the labour. Incidentally the water pump is recommended to be done at the same time as the belt for the same reason.

I recently spent a half week exploring the military cemeteries in Flanders. What a pleasure to travel on well maintained French and Belgian roads after the broken cart tracks we have in England.