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Exactly my point, the op should have good grounds for rejecting the car on account of how long it has been off the road. This business about the car having adblue and not being told is irrelevant as Nissan are not obliged to. Although the OP's assertion that the dealer did not know the car had adblue seems highly unlikely to me. I think this is more like the dealer just saying they didn't know to redirect the wrath of the OP to Nissan themselves.
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I assume these things are assembled in Sunderland, though the engine may come complete from elsewhere, it can't be that difficult (can it?) for someone with some clout to make a phone call authorising someone else to grab the parts from the production line parts bin, parcel 'em up and send them to the dealer.
If that's too difficult, it would tell me all i needed to know about the manufacturer, that they are going to deny their customer indefinately it appears the use of their new car, and i'd want me dosh back pronto ta, cheerio.
It's called standing by your product.
I hope the dealer has given you a similar or better vehicle to be used in the meantime, free of any charge of course (no charge for insurance), unlimited mileage?
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That will never happen. With just in time what gets delivered is fitted, there are no spares.
Same reason our smart was with the dealer for about 8 weeks waiting for a turbo.
Just been with a friend who has a 14 reg Picasso diesel. EML light came on last week, dealer says Adblue system is goosed. £1200 please, but they will try and get a contribution from Citroen.
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That will never happen. With just in time what gets delivered is fitted, there are no spares. Same reason our smart was with the dealer for about 8 weeks waiting for a turbo. Just been with a friend who has a 14 reg Picasso diesel. EML light came on last week, dealer says Adblue system is goosed. £1200 please, but they will try and get a contribution from Citroen.
Are you sure its not the Eolys system, would be surprised AdBlue was needed at that age.
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"That will never happen. With just in time what gets delivered is fitted, there are no spares."
Is that generally the case? If so, it's appalling: new components do fail sometimes, or cars are involved in accidents.
So much for progress. in 1975 I was a member of the Ryder team looking into British Leyland: my job was to report on Unipart (actully one of the few healthy parts of that benighted organisation). They had a code VOR, meaning Vehicle Off Road: if that was submitted by a dealer, the delivery of the part was considered urgent.
New models should surely be introduced with an adequate back-up of spare parts.
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"That will never happen. With just in time what gets delivered is fitted, there are no spares."
Is that generally the case? If so, it's appalling: new components do fail sometimes, or cars are involved in accidents.
So much for progress. in 1975 I was a member of the Ryder team looking into British Leyland: my job was to report on Unipart (actully one of the few healthy parts of that benighted organisation). They had a code VOR, meaning Vehicle Off Road: if that was submitted by a dealer, the delivery of the part was considered urgent.
New models should surely be introduced with an adequate back-up of spare parts.
In reality it doesn't happen like that. Service and repair parts will be produced and stocked according to their predicted failure and usage rate. So while there will be pallet loads of oil filters, air filters, brake pads etc in stock within the distribution network , but as this particular electronic module wasn't predicted to have a high failure rate there may not have been any produced for replacement parts stock, and the subcontractor producing them has scheduled their production to support the car's production not including an unscheduled spares requirement due to the unit's unpredicted in-service failure.
The best chance of obtaining a unit is to get a stock vehicle robbed, but manufacturers are reluctant to do this.
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I can well remember this in the 80'a and 90's fixing Maestros montegos...xj40's and sd1's by taking parts off of vehicles to get the customer mobile...
I once remember the swiss importer (when I worked in a swiss dealership) asking me if i could locate an xj12 ecu in england as there were non available officially. Got one from a LUCAS dealer in Birmingham...
Happy customer...
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We had a local Renault dealer back in the 70's who used to remove new parts off new cars and replace them with parts from used cars. He would then sell the new parts. Lost the franchise. Eventually went bust.
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We had a local Renault dealer back in the 70's who used to remove new parts off new cars and replace them with parts from used cars. He would then sell the new parts. Lost the franchise. Eventually went bust.
At least we would put the new parts back on the car they were taken off. VOR orders there were just like vor orders here for foreign cars. In Switzerland I remember a Ford dealer whose stock came from Antwerp. anything else had to be bought in from another dealer in switzerland if it was urgent. Stock orders were 2-3 weeks. Fiat Dealers used to order from a Lugano dealer who would send someone over the italian border for urgent stuff...
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To add (pardon the pun) to the mix, many manufacturers over on the continent (or with thei European parts HQ there) often take lengthy holidays for much of their site in the summer - all at the same time.
Mazda had loads of problems a couple of years ago sources spares via their Belgium Parts site and I had to wait a month just to get a new clutch (it was delyaed by 2 weeks).
As reagrds the OP's contention about not knowing about the recent change by Nissan/Renault to using Adblue equipped cars, the fact that the new EU car testing and certification regime was coming in on Sept 1st 2018 and that many manufacturers had stopped producing diesel cars (even if temporarily) was a BIG CLUE that something might be afoot.
Very few manufacturers have not been affected by these changes, and thus if I knew my previous car (or if I'd bought one testing under the old regime quite recently) did not have an SCR/AdBlue system (diesels) or PPF (petrols), then I would check with the manufacturer/dealership if I was going to buy a brand new one first, check to see what, if any technical issues these new parts might have (especially if they affected certain makes/models/engines only OR usage patterns) and then take a view whether it would be worth buying a new one with the new part or a 6 month old one without it/them.
As others have said, there's LOADS of information out there on the Interweb about all this if you look hard enough (much is easy to find, and some on this site) and give yourself a reasonable amount of time to research this and other issues before narrowing down choices to a final 2 or 3 cars.
I do think that the OP has grounds to reject the car, but becuase of the repair not being quick and no resolution being in sight, not because they 'weren't told' about the addition of an SCR/AdBlue system to their car. I'm sure, BTW, that Nissan would have included this information somewhere in their blurb, though it could be tucked away from the main marketing stuff.
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So much for progress. in 1975 I was a member of the Ryder team looking into British Leyland: my job was to report on Unipart..........
Really? Presumably working for F MacW? Surely not a now ancient actual team member!
filestore.nationalarchives.gov.uk/pdfs/small/cab-1...f
It certainly makes for fascinating reading, especially the financial chapters 14 and 15. Jeez, the country really was in a mess then.
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Many thanks for finding that, John.
Yes, I worked for the firm that's now KPMG - I was two years qualified then. Freddie McWhirter was a fine man who died at 60, much too young, probably from overwork.
That was the time of 25% inflation and appalling industrial relations, although at Unipart both sides of industry did at least talk to each other, and to me. It may have helped that at that time I drove a Maxi which had done 50,000 miles in two years from new with no trouble.
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I drove a Maxi which had done 50,000 miles in two years from new with no trouble.
Great design, and I thought much under-rated by the teenage scribblers of the motoring press. Grand-daddy to all the subsequent front wheel drive hatchbacks. The Maxi should have evolved into a really good world-beating family car. I nearly bought one (but went for a souped up Anglia 105E instead!). Sadly, we got the ghastly Marina instead.....heigh ho.
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People dad worked with had Maxis.
One was a very early adopter and although the car was perfect for his leisure needs it was a total lemon. Eventually died at an early age whilst on holiday in the lakes and replaced with a 1300 estate to come home in.
The other had one of the facelifted models and it was never an issue. Even the body was solid after many years. He swapped it for one of the last of the breed when production stopped and true to form that was a total lemon.
1 out of 3 ain't bad surely.
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<< Great design, and I thought much under-rated by the teenage scribblers of the motoring press. Grand-daddy to all the subsequent front wheel drive hatchbacks .... I nearly bought one. >>
I agree - I bought five in a row between about 1972 and 1982, because at that time it was the done thing to change cars every 2 years or so. The earliest ones had a terrible cable-operated gearshift which easily got out of alignment. All my cars were pretty good, except for one which I moved on quickly after poking a screwdriver through the undersill .... A weak point was the oil filter on the lower front of the block, one of mine was knocked off by a heavy object hidden in long grass. Luckily I noticed immediately.
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Grand-daddy to all the subsequent front wheel drive hatchbacks
Thinking about it the Renault 16 was out a few years before the Maxi and died after it.
Now that was a great car of its time. Made the Cortina's, Victor's and Hunter's seem exactly what they were, cars from the past with their boneshaking rides and rattles. Problem with it was the cost to fix it if it broke. Not many garages understood what was quite advanced compared to the typical British designs.
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You're right - I had seven Renaults in a row, starting with a 20TS, after the Maxis, and rther wished I'd had a 16 instead of the second Maxi. The lack of dealers at the time was offputting, and also the 16's perverse arrangement for folding the rear seat, which involved suspending the backrrest with straps halfway between floor and ceiling.
But I did like the column gearchange, greatly superior to the Maxi's.
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My old boy bought a new 16 TX in 1976, I remember the fascination with the electric windows but it was always going wrong and eventually you could poke holes in the wings by the time it was 6yrs old. It was replaced by the first in a long line of Volvo’s a 1982 X 340 GL which never went wrong.
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I had a Maxi 1750. The perfect car to replace the previous Cortina GT due to a couple of kids arriving on the scene.
Often approached corners looking for 2nd, only to coast round them and find it after, however:
1. It was only 0.2sec off winning outright an autotest.
2. Took a class win in a Production Car Trial.
3. Took an outright win in an economy run (delivering 90-odd MPG). Beaten on numbers by a 2CV, but won on corrected figures.
4. It towed (with suitable rear spring assisters), a 12' caravan for family holidays.
It took SWMBO, two kids, a dog, a microwave and full Christmas dinner to MIL's when MIL was newly released from hospital one year.
OK, it was typical of the carp motors around at that time, but the clutch was a doddle to change!
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