cliffcoggin

I have changed the largely meanless title HELP to something that more accurately represents the problem in order that it can more easily be found by others with a similar problem.

In that case I suspect the 400 volt connector on your car is faulty, or that the car does not recognise it correctly. In other words I believe the car is defective and should be returned to the vendor as Steve Q suggested.

Thanks Nicholas. If any other sufferers of this problem decide to try this fix please report your findings here.

Interesting. How much did the company charge for your solution? Was the fix guaranteed?

Well done.

John. Your problem is nothing to do with Borat's so I have split it away to a topic of its own. If you want help with your problem you need to give a great deal more detail.

That looks to be useful company to know about for anybody in North London, Leicester, or Lamia (Greece).

Mechatronic units can be troublesome after a few years causing symptoms including erratic gear changes. Apparently they can be repaired by specialists at a fraction of the cost that Audi charges.

It would be interesting to know if that provides a long term solution. Do please let us know.

Your own cable or a tethered one on the charge point?

Hmm, I'm not convinced, but I guess we'll never know for certain.

This could get complicated and confused, so let's clarify some of the terminology involved before going any further. [1] The charger is always, without exception, within the car. It is the inverter that transforms 230 volt AC to 400 volts DC (or 800 volts in some new cars) plus associated electronics for control purposes. [2] The equipment you plug into the car is called in the industry an EVSE or a charge point. It is either [a] a slow charge 230 volt AC electrical power supply plus electronics to communicate with the car, or [b] a fast charge 400 volts DC electrical supply that bypasses the car's charger and goes straight to the battery, plus electronics to communicate with the car. See what I mean about complicated? Having got that out of the way, the fact you can charge at home on 230 volts AC means the car's charger is working. My questions then are whether the motorway charge point was a slow (230 volt AC) one or a fast (400 volt DC) one, and whether you were using your own charging cable or one fixed (tethered it's called in the industry) to the charge point? Answers to those questions may help us point to the fault.

To be honest Tony, I misread it as you suggesting TFSI not Steve. Apologies to you both. It's time I closed the computer and opened the wine.

Glad to hear you have solved the problem. It goes to show how ineffective or misleading low quality OBD readers can be. The website you linked to could prove very useful to us in the future when we are asked about fuse locations. I'll try to bookmark it where I can find it again. https://car-box.info/

What! The video clearly shows it to be a diesel. It has TDI on the boot lid.

Masontonylee. I have merged your identical topics because duplicate topics lead to confusion and dilution of effort. Please do not create duplicates. It won't get you any extra attention.

Never mind what the seller told you, can he provide written evidence of the car's service history? If he can not, walk away from the deal unless you fancy some expensive repair bills. Relying on a video and the vendor's patter to inform a purchase decision is something you will regret for ever. Go see the car, drive it, and examine the paperwork. If you don't feel confident enough in your own judgement take a knowledgeable friend or get the car independently examined. I believe the RAC or AA can provide that service. Above all don't rush into a decision. If you miss out on this one there will always be another.

Steve. I have hidden your original duplicate topic. It's perfectly fine to reply to your own topic if you have extra information to add.

Undoubtedly they will help if you pay them lots of money. Subscription services are a nasty increasing trend amongst car makers recently. BMW tried it a few years ago in regard to some of the luxury features that required an annual payment for continued operation.

My wife's Yeti has the stop/start system which I surmise from watching its operation works as follows. The stop/start control constantly measures the battery voltage when the engine is stopped to ensure there is enough power left to restart the engine. Urban driving involving many stops/starts without enough time between stops to fully recharge the battery will be sensed by the control which then prevents engine stops when stationary. Add to this the load imposed by the AC system in hot weather and stops may not happen at all. All of this requires a special kind of battery (AGM) which needs to be in tip top condition for the function to work. That's why one of the first symptoms of a failing battery is that the stop/start system does not engage. Personally I am undecided if the system is worthwhile if you take the wider view of the overall impact on the environment. Does the fuel and emission saving balance the extra wear on starter motors and batteries which then require replacement using more materials and energy? I don't know because I can not quantify the two sides of the equation, and as a scientist at heart verifiable facts are important to me.

One tenth of Audi cost is a good result indeed.

Congratulations on a successful repair.

Is it possible something you did has secured a poor electrical connection caused by corrosion/weak spring/unfastened clip etc?

Any comment Brad on the two replies you have received? I know you have seen them.

Sorry, I have no idea.