Steve Q

I'd look for leaks in the turbo pipes, is there a whistle from the turbo? Also some of the blades could have snapped inside the turbo causing the hesitation in acceleration. This happen on my mum's golf MK4 1.9tdi a few years ago. You might need a new turbo.

That's what I'm hear for. If the timing is out, I believe it's ever so slightly. So you probably could drive it but with care! As I say my wife has driven a Corsa which timing was out slightly band it drive ok. And did no damage to the engine before she changed the chain. I appreciate a Corsa is a lot more basic mechanically than an S3 though.

No probs at all 🙂

I work colleague son of mine as an RS6 and has it remapped to 600+ with a remap alone. You could go for a stainless steel exhaust and would recommend powerflow as friends and family have used them and been pleased with them. It depends how far you want to go really.

Well I've only learned along with way with my c5 and from being an admin on here 😉 not going to lie, I'm rubbish with computers

I agree with Gareth, this needs returning to the garage. Also both springs should be changed at the same time.

No probs 🙂

No, I don't think so. I think you'd have to remove the door card. Alternatively you could remove the fuse and put it back in to see if that resets it.

Ronan Glon In 2022, we place Audi on the same level as Mercedes-Benz and BMW. Several models deserve credit for helping the firm achieve this hard-earned market positioning, but the 80 is arguably the car that laid the foundations. Known as the Fox in America, it's celebrating its 50th birthday. Audi as we know it was formed in the 1960s, though it traces its roots to the late 19th century. Volkswagen began buying into a German carmaker named Auto Union in 1964, largely because it needed additional production capacity to build the Beetle and the deal included a then-recent factory in Ingolstadt. The idea was never to let the firm stand on its own; DKW, one of the companies that made up Auto Union, was phased out and replaced by Audi, but the company was strictly forbidden from designing new cars. Audi assembled a small team to secretly design the original 100 and showed it to Volkswagen boss Heinz Nordhoff when it was finished. He reluctantly approved the car. Released in 1968, and brought to America in 1970, the 100 proved more popular than anyone expected, so Audi was given a new lease on life and assigned the funds it needed to design new models, including the 80. While the nameplate wasn't new, nearly everything else about the car was: It was developed with an eye on lightness to deliver engaging handling and good fuel economy, and it offered users a spacious interior in spite of a relatively small footprint. The entry-level two-door model weighed 1,840 pounds and measured about 164 inches long. The boxy sheetmetal hid several innovations, including a diagonal braking system that improved safety. Power came from a water-cooled four-cylinder engine that was mounted longitudinally and that spun the front wheels via a four-speed manual transmission in its standard configuration. Displacement ranged from 1.3 to 1.6 liters, with outputs pegged between 55 and 100 horsepower. This wasn't unusual, but the clever bit was that these engines were part of the same EA827 family. Designing a modular engine saved a tremendous amount of money. In our market, where the 80 was called Fox, sales started for the 1973 model year. The range initially included two- and four-door sedans priced at $3,399 and $3,509, respectively (about $22,400 and $23,100, respectively, in 2022 dollars). Some of the smaller engines available in Europe were not sold here, so the entry-level unit was a 1.5-liter four-cylinder rated at 75 horsepower and 82 pound-feet of torque. Over 1 million units of the first-generation 80 were built by the time production ended in 1978, a number that exceeded expectations and convinced executives once and for all that Audi had a role to play in the Volkswagen Group. On a secondary level, the 80 took Audi into a new segment that was almost non-existent in the early 1970s. The first-generation 80 was replaced by a second-generation model in 1978 (it was called 4000 in America), the third-generation 80 arrived in 1986, and the fourth-generation car made its debut in 1991. The last 80 was built in 1995; by that point, the original A4 had been launched to take the torch, signaling the start of a new chapter in the firm's history. We also have the 80 line to thank for some of Audi's greatest hits: The rally-winning Quattro was a heavily-modified evolution of the Coupe GT, which was based on the second-generation 80's B2 platform, and the RS2 super-wagon was related to the Avant variant of the fourth-generation 80. And, finally, we have the 80 to thank for the Passat: The first-generation model released in 1973 was very similar to the 80. https://www.google.com/amp/s/www.autoblog.com/amp/2022/06/13/audi-80-fox-50th-anniversary/

Audi has previously confirmed it will discontinue both the A1 supermini and the Q2 small SUV in a quest to move upmarket, but the company says it remains committed to the compact segment where it will be offering a range of models alongside the next-generation A3. Following the news about the discontinuation of the Q2 earlier this year, Markus Duesmann, Audi’s CEO, said: “The A3 or its successor, that will probably be the entry level. So yes I can commit that from the A3 segment, we will be offering a range of models”. The current fourth-gen Audi A3 was unveiled in 2020, which means it will be staying with us for many years ahead. In fact, the first generation of the A3 had a lifecycle of 7 years (1996-2003), the second stuck around for 9 years (2003-2012), while the third remained in production for 8 years (2012-2020) which means that a facelift would keep the fourth-generation model on sale at least until 2027. The last new Audi with an internal combustion engine will debut in 2026, so the next A3 will most likely come in EV-only form. As reported by Drive.com.au, citing Audi executives, production of the next A3 could start as late as 2029. The new model will likely sit on the new Scalable Systems Platform (SSP) which will eventually replace the MEB and PPE architectures within the VW Group. Currently, Audi’s compact range comprises the A3 Sportback, A3 Sedan, Q3 SUV, and Q3 Sportback coupe-SUV, while an A3 Allstreet is coming soon. We expect future compact EV models to be offered in similar bodystyle variants. Unlike the A3 range, which will go EV-only in the next generation, the Q3 still has some ICE-powered future to it, as with the hybrid-only Cupra Terramar sibling. Premium automakers have a tendency to abandon small segments due to very small profit margins. The future of BMW compact models in the electric era is still undecided, while Mercedes-Benz has confirmed it will reduce its compact model range from seven to four body styles. Still, the premium compact hatchback segment has a future, with Stellantis plotting the Lancia Delta EV for a 2028 debut. https://www.google.com/amp/s/www.carscoops.com/2022/06/audi-to-remain-in-the-compact-segment-with-next-gen-a3/amp/

This link might help: https://www.audiworld.com/forums/a6-c7-platform-discussion-194/right-side-headlight-not-working-fuses-bulbs-ballast-all-ok-2968260/

The fact you've had to electrical faults in quick succession would make me wonder if your battery is in the way out. As a dieing battery can often cause all sorts of electrical issues. Also I wonder if the headlight switch could be causing a problem or the stalk itself.

Might be worth you disconnecting it and cleaning the terminals to see if it's that or a loose wire etc.

It might need more specific coding maybe. Or a relay.

The timing. I'd be getting it into a garage asap if it were mine. No engine is cheap to replace but have a look at the cost of a replacement S3 engine band I'd think you'll be shocked.

I can't speak for the c6, but I know for the c5 you need a different wing mirror switch, the correct wiring harness and relay. I suspect the c6 will be similar to be honest

I suspect it's out only just so should be fine but I definitely wouldn't push it. If something goes seriously wrong then it'll go into limp mode or I suspect the engine note will change.

Yea there seems to be a shortage of them. Surprisingly main dealers are often quite cheap when it comes to clips etc.

Ideally you'll have to contact Audi directly for this.

Try sensor first then or speak to the garage who did the work.

Glad you got sorted Mike 🙂

Correct. It could be a sensor. But I'd definitely check the camshafts are at the correct position. It sounds like it could be out ever so slightly.

It's who I'll be going to for one when the time comes.

In theory yes, but can chains can also wear. Often by stretching which can lead to them needing replacing as the timing can jump a tooth with a stretched chain.

Great to see you back Andy. Yes it could be that, the only way you'll know is changing the parts. I'd say it's an Audi job as any parts of the electronic handbrake system will need to be coded to the car.