Two types of automatic transmissions were installed on Skoda Octavia A5 from 2004 to mid-2013: Robot DSG and Tip-Tronic manufactured by Toyota.
DSG and VRS
We are talking about automatic transmission as a whole: the process dates back to the 30s (if not earlier) of the last century. More specifically about 4/5/6 speed automatic transmission, which are also put on SKODA, then these are 10-15 years of development. 30 years is an overkill, in those days there were mainly 3-stage.
CVT (variator) is an idea that began to be applied somehow in the 60s. last century, so not too little time has passed. Nowadays, the appeal of the CVT is really that the transmission is continuously variable, which has a relatively positive effect on fuel consumption. Of the minuses - the unit is made in a one-time design, that is, if it fails, it will be scrapped. And the time when the CVT starts to fail begins with a run of 60-80 thousand kilometers or more.
DSG is generally a special case. The main failures are really, either in problems with the clutch (this is still all right), or electronics failures (but THIS is already worth a normal day). For your information, AUDI installed this system on the A-2 from 2002 to 2005. but according to the information I have, she refused it. Now VW has something.
For this reason, for me personally, today, CVTs are primarily suitable for the category of junk, since, unlike automatic transmissions, CVTs can be repaired, but:
- from used parts, which in turn cannot guarantee the long operation of the unit (actually repair WITHOUT WARRANTY)
- even from used parts to repair a CVT (variator / multitronic) is unreasonably EXPENSIVE (3-3.5K).
At the same time, repairing the automatic transmission with WARRANTY on the same A-8 or BMW-5/7 it will cost an average of 2.2-2.5K.
Now compare the class of cars and the cost of repairs. Plus the presence / absence of a guarantee.
Therefore, it turns out that at 60-80 thousand glitches begin at A-4 with a variator. And by 100-120 thousand (and more), problems with the automatic transmission of the A-8 begin. But the fact that a full-fledged automatic transmission under repair is still a little cheaper (and more reliable) is something, but it means.
All information obtained as a result of practical experience in this area. I also know the tales of dealers about the impeccability of the units from the time when I was doing business in Moscow. So we already had CVTs and DSGs, which, according to the dealer's recommendations, should be replaced with new unit with a guarantee.
I suppose that in Ukraine they are also quite good at distinguishing more or less, especially when you announce the cost of repairs. That is, 2K and 3K - here, too, the difference is quite tangible and the tales that I don't care a difference of one or two bucks, I also heard.
Direktschaltgetriebe is not a magic spell. From the lips of Volkswagen engineers "DirectShaltgetribe", the name of the automated DSG manual transmission with two clutches, sounds like a sentence! The verdict for "automatic machines", variators, ordinary "mechanics" ...
Is it so? To allay doubts, Volkswagen invited journalists to Barcelona - to drive cars not only with the usual six-speed dSG boxbut also with a new seven-speed transmission.
The traditional manual transmission is good for everyone, except for one thing - the driver is forced to constantly turn the lever and delicately operate with two pedals. Carelessly let go of the clutch - merciless jerks. Hydromechanical "automatic devices" make life easier for those who love comfort - they change gears themselves, pulsation of thrust is smoothed out by a torque converter... But hydraulic losses eat up a fair amount of power and increase fuel consumption. The advent of robotic "mechanics" with electric clutch and gearshift drives did not solve the problem of comfort: even such a company as BMW did not manage to bring the algorithm of the "robots" to perfection.
DSG is another matter.
The idea " directshaltgetribe"Simple, like everything ingenious. There should be not one box, but two - for even and odd gears, and each with its own clutch. While acceleration is in progress in an even gear, the next, odd one, will already be included (which is why DSG is called a preselective transmission). It's time to switch - the "even" clutch opens, and the "odd" clutch closes synchronously. And the whole process of transferring traction from one box to another will take place without interrupting the power flow - without jerking and pecking!
Over the past four years, Volkswagen has released already over a million DSG boxes, and the plant in the German town of Kassel increases capacity every year. But one problem remained - DSG paired with "weak" engines does not give a gain in fuel consumption compared to "mechanics". After all, the pump that serves powerful hydraulic drives constantly takes away horsepower from the engine. Another source of waste is wet clutches (like motorcycle clutches), which are by definition lower in efficiency than dry clutches.
Therefore, the six-speed DSG is put on volkswagen cars, Audi, Seat and Skoda only with relatively powerful engines: minimum is a 140-horsepower "four" 1.4 TSI supercharged, maximum - 250-horsepower V6 3.2 engine. What about budget carsfor whom economy is equally important?
The main difference between the seven-speed DSG is the two "dry" compact clutches.
The increased thickness of the linings allows wear of the friction material by 3.5 mm instead of 1.5 mm for conventional discs - this should be enough for 300 thousand kilometers, which are considered the limit of the resource of a modern car
When the box overheats, the "mechatronics" unit begins to preventably close the clutch with jerks. If the driver did not heed the prompts, he completely disengages both clutches. The motor of the electric drive of the oil pump turns on only when there is a critical drop in pressure.
Volkswagen decided the issue radically - they developed a new box. She has seven gears - and "dry" clutches instead of packages of "wet" clutches. The idea is not original: back in 2003, immediately after the appearance of the DSG on the Golf R32, the transmission company Luk presented a prototype PSG (Parallel Shift Gearbox). Conceptually, it was the same DSG, only with dry clutches. And Volkswagen decided that it was better to cooperate than to breed competitors - at new box the cunning dual-mass flywheel with a special “plate” and two clutches that hug it are of the Luk brand. Unattended node.
Another innovation
An electric oil pump turns on only when the pressure drops below a critical minimum, without taking power from the engine unnecessarily, as it was before.
All this resulted in a 6.5% reduction in fuel consumption over the previous DSG in the European NEDC driving cycle. And the box itself became easier by as much as 23 kg - It weighs 70 kg against 93 kg for the six-speed DSG. But ... The seven-speed DSG can only "digest" 250 Nm - as much as 100 Nm less than the six-speed with "wet" clutches. Therefore, its area of \u200b\u200bapplication is only "small" motors. For example, such as the 122-horsepower version of the "twin-aspirated" 1.4 TSI or the 105-horsepower 1.9 TDI diesel.
On small climbs, the automatics holds the car with brakes, and on horizontal sections the car rolls at minimum speed - this setting was made especially for people who are accustomed to traditional "automatic machines". The box still sometimes "dulls" in Drive mode: when you gradually roll 60 km / h in seventh gear and you need to accelerate sharply, the "mechatronics" pokes up the "second" with a second delay and a tangible push - after all, first it needs to change the "spare", the already included sixth gear ("by default" it should follow the seventh) to the second. Alas, this is a congenital minus of the preselective box.
Sport mode removes most of the problemsbut high revs on "flat throttle" do not contribute to acoustic comfort and fuel economy. Although this is a matter of ideology. After all, DSG simply does not have adaptive algorithms! Volkswagen engineers have chosen, in my opinion, the right way: if you want to "burn" - turn on Sport, roll slowly - Drive. Moreover, in any mode, nothing prevents you from choosing gears with paddle shifters in advance.
I'm not ready to say what was changed there from component parts or just firmware. I also don’t know why golf 7 has a 5-year warranty on the box, and O3 has only 2, but I noticed a couple of interesting things!
- shifting between 2nd and 1st gear takes place at a speed of approx. 4 km / h, i.e. the box does not click constantly from 1 to 2 and vice versa as before! And that's even without the sport mode.
- if you get stuck, then with a quick change in the position of the manual transmission from D to R, you can catch the swing! This was discussed at the Skoda training! I did not check it myself, but a friend (the manager in the salon) confirmed it!
I also received an official response regarding the changes. As I expected, no clarifications and clarifications are contained there, although I asked a very specific question.
“Approximately, from the 45th production week, i.e. from October, instead of a DSG gearbox for 1.8 engines, a 6-speed automatic will be used for the Octavia and Superb. For the rest of the engines equipped with a DSG gearbox, it is not planned to replace the gearbox yet.
Also, we would like to draw your attention to the fact that the decision to purchase or terminate the purchase and sale agreement is always at your discretion.
Hope for your understanding."
Skoda Superb review of the year
I switched to Skoda with KIA Magentis 2007. Immediately I felt more sporty steering and chassis settings - sharp and tough (as for a large sedan). But there is a big plus - the car is like glued to the road. The dynamics are delightful! The cabin is quiet at speeds up to 80 km / h.
At speeds over 100 wheel noise is heard on some types of asphalt. Consumption. I have a morning and evening urban cycle in Kiev of 16 km. If without long standing, a purely start-stop traffic light - consumption 8.5-9 l / 100 km. And the first 4-6 km consumption 11-12, then sharply decreases. Ie, heating is important. In the traffic jam, the flow rate rose to 10.5. On the highway 130-140 km / h (no longer traveled, running-in) 7.7-7.8 l / 100 km.
Nicely picking up from a hundred for overtaking - very comfortable! The work of the DSG is almost indistinguishable from the usual machine. On a steep hill, the anti-rollback system is activated at the start. Xenon with turning headlights pleased - comfortable ride at night... Rear seat passengers were delighted with the spaciousness. These are the first impressions, and then time will tell.
Pros of the car: For the driver, when driving, a feeling of comfort when starting, taxiing, overtaking, at night - in any conditions. I drove to Kiev-Uman-Kiev (only 400+ km) and did not feel any tension.
Cons of the car: Discs 17 with low-profile 45 rubber too strongly convey the characteristics of our roads.
Watch an interesting video on this topic:
The first cars with robotic gearboxes DSG appeared in Russia in the early 2000s. Since that time, the boxes have been modernized many times, both dry and wet clutch units.
Stock:
The 7-speed DQ200 robot with double dry clutch is the most problematic. The reason lies in the design features of this gearbox. It is a simplified and cheaper version of a wet-type robot, which is designed for significantly lower torque. This immediately leads to disadvantages: coarser shifting and accelerated wear of the clutch discs.
The 7-step DQ200 robot has 2 modifications. The very first received the code 0AM, and the later 0CW. The most ambitious update took place in 2011: a new type of clutch, modified mechatronic, modified mechanical part... Since then, the DQ200 has become more reliable.
The second major update happened in 2013 (VAG officially announced this only in 2014). After that, the warranty period became standard again (after 2012 to the beginning of 2014, the warranty was 5 years). The number of warranty claims dropped sharply.
DQ200 0AM assy
Clutch
Mechatronic replacement
Broken fork bearing
Major malfunctions
Mechatronic
The main faults of the DQ200 are: wear of the clutch, bearings of the shift forks and the failure of the mechatronics (DSG electro-hydraulic unit). The clutch unit is being modernized for the 7th or 8th time, the average resource has grown and approached 100 thousand km (VAG declares). At the same time, the death of mechatronics is, as always, unpredictable. An official dealer changes it completely, but the "Two Clutches" service makes repairs to mechatronics DSG 7 0am, significantly saving the owner's banknotes. Both the electronics and hydraulics suffer.
In the mechanical part of the DQ200, the bearings of the 6th and reverse (R) forks are most often worn out. The dealer condemns the box as a whole (as the manufacturer tells him - vag "it is not economically profitable)." Two Clutches "changes the forks (there are repair kits) - thereby making repairing DSG 7 in this part less costly.
Clutch
The average clutch resource after modernization has grown and is on average 70-90 thousand km. This is much higher than in the late 2000s. With a lean operation, the resource often goes beyond 120-150 thousand km. For those who fail before anyone else, it is for fans of chip tuning coupled with vigorous starts from traffic lights. The DQ200 is rated at just 250 Nm.
Service
The manufacturer (Luk) does not regulate the change of oil in the mechanical part of the DQ200 - it is declared that it is filled for the entire service life. However, once every 60 thousand km it is worth changing it, at least the bearing life on the gear shift forks will last. You should also change the oil in mechatronics (for high mileage). No filter provided.
Reliability DSG7 DQ200 added new software versions. The latest versions are designed for smooth starts from traffic lights to preserve traction. Auto rides on full power, only if the clutch is completely closed (the process became smooth and with a delay).
Stock: Diagnostics and adaptation for free!
The 6-speed DSG6 wet clutch appeared earlier than the dry DSG7. The main changes to the DQ250 02E took place in 2009 and VAG successfully reported that there should be no problems with it at all. But they still did not cure the generic diseases of mechatronics. Then in 2013, BorgWarner partially redesigned the gearbox housing so that it does not interfere with the removal of the suspension arm bolt, and also updated both filters (internal and external). Regularly upgrade the wet clutch and software (firmware).
DSG6 Assembly
Damage to the fur. parts
Inside
Repair mechatronics
Wet clutch robots have many advantages over dry robots, but they also have significant disadvantages. For instance, oil pump combines the clutch, mechatronics and gearbox mechanics - because of this, repairs, although they come much later, are often more expensive due to the larger number of spare parts to be replaced.
Quite often, clutch wear products immediately enter the mechatronics and it begins to work incorrectly, thereby killing the clutch and some parts of the mechanical part of the robotic gearbox. BorgWarner's official requirement is to change the oil every 60,000 km. We recommend doing this at 40 thousand km with a brisk driving style.
The second typical drawback (as in classic automatic transmissions with a torque converter) is the failure of the gearbox due to prolonged wheel slip (oil overheats). This is especially true of cars with chip tuning equipped with turbochargers (increased boost) - they usually have a reduced clutch resource and damage in the mechanical part (gear teeth are grinded and main pair, wear products immediately enter the mechatronics). Therefore, if possible, it is necessary to exclude the ragged operating mode from operation.
Easy and dynamic movement both in city mode and on spacious country roads. Impeccable response and switching precision. Reliability and moderate fuel consumption. This is how most car enthusiasts see an ideal gearbox. For ŠKODA, this is the direct-shift transmission, better known as DSG. Even a brief overview allows you to appreciate its unconditional advantages.
DSG: design and principle of operation
Designing a transmission that combines convenience classic automatic transmission and mechanical system management lasted more than one year. It was only in 2008 that a unique system of its kind was introduced under the abbreviation DSG (Direct Shift Gearbox), which immediately received the well-known Golden Angel award for smart and environmental innovation. Some time later, these gearboxes began to be installed on various configurations of ŠKODA vehicles.
The uniqueness of this 7-speed transmission lies in the following design features:
The 7-speed DSG demonstrates excellent compatibility with small engines and has a power output of 125 kW at 250 Nm of torque.
Innovation for ŠKODA: an overview of the gearbox benefits
Today the DSG box is equipped with the entire the lineup ŠKODA. The high demand for such a transmission was ensured by the following advantages:
- fast, accurate and precise switching in any driving mode - an advantage that every car owner notes when describing his car;
- low fuel consumption - according to expert estimates, ŠKODA vehicles with gearboxes of this type consume by 8.7% less gasolinethan cars with "mechanics", and 22% less than the traditional "automatic";
- comfortable movement both on the high-speed highway and in dense traffic;
- impressive reliability - exactly what ŠKODA cars are famous for!
For all ŠKODA models, the DSG box remains one of the most pleasant and convenient options for both experienced driversand novice car enthusiasts. High tech ŠKODA AUTO has always been welcomed - all existing tools are good at striving for perfection!
All the cons of the Skoda Octavia 2017-2018
➖ Build quality Problematic gearbox (versions with DSG 7 robot) ➖ Oil consumption кая Stiff suspension
pros
➕ Handling Spacious interior Efficiency Roomy trunk ➕ Design
The advantages and disadvantages of the Skoda Octavia A7 2017-2018 in a new body are revealed based on feedback from real owners. More detailed pros and cons Skoda Octavia 1.6 and 1.8 with mechanics and automatic, as well as 1.4 with DSG robot with front and four-wheel drive 4x4 can be learned from the stories below:
Owner reviews
Great design. Large spacious salon... Excellent sound insulation. Just a huge and roomy trunk of the correct shape. Not bad ground clearance with a PPD suspension (even in the base). Electronic help systems are even included in the database. Good visibility. A salon without surplus, as they say, is simple and boring, but I just like it - there is no surplus and cheap Chinese. The plastic of the torpedo is soft.
A high-torque engine that has not eaten a single gram of oil at the moment (it is confirmed on the forums that 1.8 TSI oil doesn't eat anymore). Economical, on the highway it easily fit into 6 liters, and in the city on average 9 liters. It is possible to disable auxiliary systems. Separate climate control. All kinds of pockets and boxes. Heated washer jets are very useful in winter.
The plastic on the doors is still hard, but does not make noise and is pleasant to the eye, on the other hand, it is easier to clean. Factory radio. The front passenger seat is slightly higher, this is not usual.
The owner drives a Skoda Octavia 1.8 (180 hp) mechanics 2014
Video review
Reliability, good handling, comfort, fuel consumption, reasonable prices for spare parts and service.
On the downside: that's what the designers (or engineers, or marketers) of the Skoda thought when they placed the washer fluid filler neck and the poker attachment point to hold the hood in one place?
Further, the aerodynamics of the body in the area of \u200b\u200bthe mirrors: five minutes of driving at a decent speed in rainy weather and that's it - nothing is visible in the mirrors, and on the windows (in the area of \u200b\u200bthe mirrors) there is a thick layer of dirt. The next point is a small fuel tank (about 45 liters). And finally, the rear beam.
Konstantin Goncharov, drives a Skoda Octavia 2.0d (143 hp) AT 2013
Economical and high-torque engine. Roomy trunk.
Lottery build. Doors close poorly. Radiator knock when driving through irregularities. Poor sound insulation... Strong roll in corners and poor track stability. Frequent breakouts rear suspension... Bolero glitches in frost.
Review of Skoda Octavia A7 1.4 mechanics 2014 onwards
The suspension is moderately stiff, the back hurts constantly. With the equipment, everything is buzzing. Bixenon - theme, speakerphone - theme, heated all seats. Pumped up the sound. Arches and doors must be noisy, which I actually did.
For 6,500 km I refilled 400 grams of oil - the verdict: he eats little. The trunk is large - everything is clear here. The brakes are good, but God forbid you overheat. With DSG, everything is fine, only the sound when driving through irregularities is as if a bucket of bolts were attached to the car.
Sound. Standard system frank g ... about. The speakers are made in China, apparently made from pressed poop of monkeys. I installed an active sub under the seat and it corrected the situation a bit. This minus will not affect the owners of Canton - everything is in order there with the speakers and sound.
Some elements of the interior look cheap. Savings on the little things. There is no insulation under the hood, no gas stop for the hood, there were no rugs in the car for 1 million! Kick me that I am cut off, but there should be rugs!
Alexey Dozhdev, drives a Skoda Octavia 1.8 (180 hp) on a 2014 automatic.
Particularly impressive is the 1.4 turbo engine, the dynamics are super! Trunk, handling, economy and cool dynamics. In general, there are solid pluses in the car ... And I would be happy and happy, but after almost a year, the question arose about "draining" this car into a trade-in due to unreliable box DSG 7.
Three clutch replacements in 9 months! Mileage is less than 30,000 km. Before buying, I read about the problems of this box, but so much so! This is the main disadvantage that blocks a bunch of small jambs like bad noise, a howling kondeya compressor, poor body rigidity (when the car is on an uneven surface, the doors do not open / close well), glitches of the Bolero sensor radio in wet weather (it switches radio stations itself, does not respond on pressing) and many others.
But these are all trifles, in comparison with the eternal breakdowns of one of the main components of the car - the gearbox.
Ilya Popov, review of Skoda Octavia 1.4 (140 HP) automatic transmission 2013
Compare with the previous Octavia. The car has become a little larger, the dynamics are the same, given that there is an automatic machine. Eats on average 1-1.5 liters less. Based on the reviews, I expected this engine to eat up oil. The fears were not justified. Three times ugh. The trunk is just as big, but much more practical in a station wagon.
Heavy trunk lid. If it drifts in snow, it is difficult to lift to get the brush from the trunk. With this engine, there is a beam in the back. In winter, on sharp turns, at increased speed, the rear tries to skid. The previous ones were independent suspension, and the car entered the turns as if on rails. Slightly harsh suspension. The point is the shock absorber struts.
There were many cars, but for the first time on the machine. We were embarrassed by the sensitive switching to increase (from 1 to 2 and then to 3 speed) to cold, but as soon as the box warms up, the tremors disappear. The dealers said that this is how automatic machines work. Now I'm used to it.
Review of Skoda Octavia 1.6 (110 hp) with automatic transmission 2016
New Skoda Octavia 2018 prices and equipment, photo
The 1.8 180 horsepower engine was very impressive. Huge power reserve at any speed. Driving along the track has become just a walk. Overtaking became elementary - 3 seconds and that's it! Consumption on the highway is less than 7 liters at speeds of 130-150 and the air conditioner is on, in the city - 10 liters.
A very comfortable box, both in normal mode and in sports. Very soft shifting, quick response to the gas pedal. The stabilization system is generally fire!
The car is very stable on the road - 80 km / h is like walking. The handling is excellent. And, of course, the liftback body! Huge trunk! This is great family car with the ability to dynamically ride.
Review of Skoda Octavia 1.8 (180 hp) with a robot 2017 onwards
Citroen C4 competitors, Ford focus, Geely emgrand 7, Hyundai Elantra, Kia cerato, Lifan solano, Mazda 3, Nissan Sentra, Skoda Octavia, Toyota Corolla, Volkswagen jetta
roadres.com
Discussion DSG7 on Octavia A7
Message from bagetI ask you not to judge strongly if the questions seem idiotic at first glance, but you obviously need to get used to the box. All this comes from my personal desire not to twist business and extend its life as much as possible. For example, I already know what NOT to do on it (such as starting in floor from a place, and to drown already with a small stroke), but I want to take into account even more useful advice from those who decently left for VYP.I would know how acquaintances, friends, relatives look at me after buying a car with VEP and all the scandals with this box .At least as an idiot, but I would be happy to prove that VYP is more alive than all living things))
Those who have decently left for VYP (for 100,000 on one clutch) are trassoviks.
They always use the normal confident pressing on the "gas", normal average rpm of the maximum torque zone 1500-3500, rarely change gears when driving (sometimes accelerating, then decelerating countless times, like many in the city), etc.
Take note of this in your everyday city driving.
1) when starting off, press the "gas" as you would on a conventional manual transmission (you do not need to try to "regret" anything and give "gas", but you do not need to press the pedal to the floor). Everything should be moderate.
2) avoid unnecessary accelerations and decelerations in D mode (drive, sharply accelerating / sharply braking / accelerating again - it is better to choose S). This all affects the adaptation and thus the further shift comfort.
3) try (if possible) to move in D so that the rpm is kept at least 1500 (if it does not go to D due to difficult road conditions - select manual mode and maintain these rpm in the gear you need there).
Less shifting, longer operation of each clutch in a compressed state (revolutions not lower than 1500 +/- 200) - longer your operation of VEP without requests for replacing units (first of all, the clutch).
And vice versa, let mechatronics switch more often, drive constantly almost on idling, ride off-road, etc. etc. - and your replacements will begin with a clutch (here and there are already a lot of similar examples, not counting an outright marriage).
All this is not difficult to adhere to, and it allows you to move even in the city at a pace similar to the highway one - where there are less switching / higher revs (which is ideal for VEP).
www.octavia-club.ru
maintenance, operation, breakdowns, repairs, selection and purchase
What transmission oil poured into classic machine Octavia A7? how many liters and how often does it change?
Reply 1
Hello, tell me, what is the name of the automatic transmission on the Octavia A7? who produces it?
Reply 1
Good afternoon, I have the following problem: the swing cassette recorder does not work, but the radio works, it does not read discs and flashes.
Answer 2
Good afternoon! I'm going to buy a Skoda Octavia with a robotic DSG gearbox, they say that it crumbles, but it is important to properly monitor and operate it. Tell me how to do it correctly in order to extend the service life and not get repaired? What are the differences between DSG6 and 7? which is safer?
Reply 1
Good afternoon! Meey has such a situation - she left the house, decided to start the car (octavia 2014, automatic transmission), but under the hood there was a fan noise (the car was muffled), I start it up - it won't start, the brake pedal is locked, they took her to a tow truck for diagnostics (not to the officials) - do not see the engine control unit. Do not know what the problem is, who faced this?
Reply 1
Hello, I have been choosing a car for two months now, but I’ll make a reservation that I’m 47 years old, a car for a family of three, the operation is 80% in the city, the rest is a highway, a crossover or a C-class, I’m considering a new car, but who can The choice after the test drive fell on the one hand on the Octavia A-7 1.8 on the handle (it is a pity that there is no automatic machine with 1.8) and on the other hand on the Qashqai 1.6 CVT, diesel (as an option 2.0 gasoline) For the price they are somewhere the same, I like both cars, well, that's what will be more liquid, maybe a more reliable and better question in operation for me, it's hard to choose. I will be grateful for your opinion and practical advice.
Answer 3
What parts are included in repair kit Timing?
Answer 2
Please tell me what engine oil and with what tolerances it is better to pour 140 hp into the Skoda Octavia A7 1.4. with a mileage of 50,000 km. ?! Conflicting information everywhere! Tolerances in the book are 502-504, someone writes to pour 502-505, someone 504-507 ... and which is better 5w30 or 5w40 and recommended manufacturers? Thanks!
Reply 1
Where is the buzzer reverse Skoda Octavia A7
Reply 1
Tell me somebody. the problem is this, the right windscreen washer nozzle began to spray, although it is fan-shaped. I bought a new one, changed it and nothing has changed, on the contrary, the jet has become larger and hits the roof. And for some unknown reason the washer rear window I also began to barely water ... I tried to clean it with a needle and blow it with air does not help ... What could be the problem?
Reply 1
Hello! Will I be able to put tires not 205/55, but 225x55 on standard Skoda R16 wheels? How will the driving dynamics change? Will the car be more stable on the track due to the increased contact patch? Or, on the contrary, due to the increase in the height of the rubber, will the car start to "float" on the bends and sluggishly accelerate when overtaking?
Answer 2
Good afternoon! tell me how to change the engine air filter on the Octavia A7, which one is suitable, and after how many kilometers to change it?
