Monthly Retrospective: May 2024

Posted on By Mark Wilson

May’s update was late, and June’s is in danger of rolling into July, so here’s a few highlights from my life in and around tech…

At work

On the work front, it was a short month – I was on holiday for the last week and with public holidays too there was lots to cram into a few short weeks. Nevertheless, I still managed to:

  • Continue to develop Node4’s new ransomware scanning service.
  • Finalise a dozen product data sheets for our public cloud services.
  • Submit some blog posts to our marketing team to support upcoming campaigns.
  • Keep pushing some pre-sales activities forwards.
  • And mine and Bjoern Hirtenjohann (/in/BjoernHirtenjohann)’s internal Node4 podcast on public cloud was released:

But the biggest activity in the month was presenting at Node4’s Infrastructure Symposium. One of our Practice Directors brought all his teams together to learn about the products and services that we jointly deliver. With four (or five, depending on how you look at it) companies all merged, there’s been a lot of change at Node4 over the last year or so. Getting everyone together is a great way to break down boundaries and understand the direction we’re headed in. And for me it was a chance to outline that our cloud offers span public, private and hybrid delivery models – and that we will deliver what’s right for the client, not for us. We call this Pragmatic Cloud (and I freely admit we didn’t come up with the term, but it I like it a lot).

I also celebrated my 9 year anniversary of joining risual/Node4 in May. And, for those who were confused by my comments last month, I was saying that my recent move has been overwhelmingly positive and I’m in a better place than I have been for a long while!

Elsewhere

Away from work…

  • My youngest son, Ben, passed his driving test. I was ready for a big insurance bill, but what I wasn’t ready for was: a) no decrease on the bill for the 19 year-old’s insurance (now with 2 years’ experience); and b) a 350% increase in premiums between him passing his test 2 years ago and the 17 year-old passing now. Even with a black box, parents as named drivers, etc. the car insurance bill for the two old cars that our family share with the teenagers was around £4500. For contrast, the bill for my Volvo (with just me and Mrs W as drivers) actually fell and is now back under £500. Public transport is just not reliable enough where we live, so the choices are: a) drive the teenagers everywhere; or b) pay the money. I’m still getting over this assault on our savings… some families just won’t have that money and I dread to think how many uninsured cars there are on the road as a consequence.
  • My eldest son, Matt, continues to race his bike up and down the country. After a catastrophic failure of the fork steerer tube, his Canyon road bike was hastily replaced. That meant a drive to Wakefield to collect the new bike, but it is rather lovely. I don’t get to all his races these days but I did manage to watch him in Ixworth and I was in the team car again for the Lincoln GP. Unfortunately, when he went to Ireland to race the Rás Tailteann I had to make do with watching for updates on Twitter!
  • Ben and I have been planning our Interrail trip – and now we have bought our passes along with inbound/outbound travel. Plus, we’re going to be taking the NightJet sleeper train from Berlin to Vienna! There were a few challenges with seat availability (things have changed since last time I went – we can use high speed rail, but there’s limited availability and we need to pay a supplement). This is more of a problem when dates are fixed so we had to change our route a little. On the flip side, with the start and end locked in, the middle section of the holiday is now free for us to be flexible.
  • I completed the home network upgrade. Was the switch from AmpliFi to UniFi worth it? Time will tell. It’s certainly more flexible but it’s cost me more and my house does not lend itself to structured cable runs. Maybe I should have just replaced the broken AmpliFi mesh point but it felt like I could fall into the trap of the sunk cost fallacy.
  • On the home automation front:
    • Octopus Energy sent us a Home Mini, which should give more granular data on electricity consumption, once I get the Home Assistant configuration right (I’m still tweaking).
    • I’ve also continued to play around with Home Assistant, including a bed occupancy sensor (which I can link to turning off the lights). I will admit that’s probably a step too far into nerd territory.
  • The month ended with a short break in Spain. Originally scheduled for May 2021, we never did get to go on a family holiday to Barcelona and the Costa Brava, though Matt made it out there on a training trip to Girona earlier this year. So, half the holiday, with only one of the “children” (though he is now twice the size!), Nikki, Ben and I spent a glorious few days in an around Begur.

Writing

These retrospectives are a bit of a blogging catch-all, but I did write a post on LinkedIn that turned into a blog in its own right. You can read it at the link below:

Photographing

Bits and pieces

  • 300m short of 200km!
  • Choose your PIN wisely:
  • Commentary on technical debt and the British Library’s ransomware attack woes:
  • Who doesn’t love a bit of Top Gun?
  • Thoughts on location tracking for family members:
  • Why it’s better to find a real application compatibility fix instead of just giving users admin access:
  • And why encrypted messaging is difficult:
  • Finally, shipping sunlight for green energy. Not as bonkers as it sounds!

Featured image: author’s own

Failure Demand in action

Posted on By Mark Wilson
This content is 3 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

Recently, my work has involved some analysis of a local authority’s business processes. As part of that I’ve been thinking quite a lot about the concept of “Failure Demand”. For those who are unfamiliar with it, Failure Demand is described by the occupational psychologist and author John Seddon as:

“It is demand caused by a failure to do something or do something right for the customer. Customers come back, making further demands, unnecessarily consuming the organisation’s resources because the service they receive is ineffective. ”

Failure Demand – Vanguard Consulting Ltd

Whilst the Vanguard page is worth a read, there’s another great example of Failure Demand in the “How to break the first rule of Systems Thinking” post from ThinkPurpose.

What does Failure Demand mean in practice?

Any system used to provide a service has a given capacity. To use this efficiently, there is a balance between reducing resources and managing demand.

On the resource side, we can look at how resources are used:

  • Do we have the right people and skills?
  • Are they motivated and focused?
  • Are processes efficient?
  • How is IT used?
  • Can self-service help?

When it comes to demand, the first question to ask is not be how effective the use of resources is. We should really ask are they doing the right thing? Does it meet the customer need?

If it doesn’t then there will be repeat contacts, often relating to Failure Demand – where the volume of work is increased by managing incidents of failure within a process. Examples of Failure Demand include “you’ve sent the wrong item” or “the person didn’t meet the agreed appointment”.

It often takes longer to put something right than to get it right first time. An organisation can implement the very best systems but if it doesn’t meet customer needs in will fail. This is true whether that customer is internal or external; paying for a service or not; client, citizen, traditional “customer” or student. Customers will become frustrated and annoyed that they have repeated contacts to avoid issues. Staff suffer reduced morale as a result of their increased workload.

A real world story of Failure Demand

I spent a good chunk of one day last week working from a car dealership. It doesn’t matter which one… this could have been one of many up and down the country. I also know they are really hot on customer satisfaction. I’d like to make it clear that all of the staff involved were friendly, attentive and did their level best to help me. This is not a complaint, just a true story that helps me explain the Failure Demand concept.

My car is 3 years old, so it was booked in for a service, statutory MOT test, warranty checks, and a quote for an extended warranty.

As the day went on, I saw the Service Manager getting more and more stressed. He wants to do the best he can for his customers but the team is down from 4 to 2 at the moment. That’s going to be tough, but then we layer on the Failure Demand.

At 12:30, my car was nearly ready (it just needed cleaning) and I paid the bill. That was proactive, working to close my account and get me on my way. Great customer service, nothing so far to detract from the outstanding feedback that the dealer hopes to receive (maybe I’ll come back to that in another post).

But I asked about the warranty quote I had requested a week earlier. The person who could deal with that was off work (for understandable personal reasons) but the receptionist who had booked my appointment had assured me it would not be a problem. so, a message was left and someone will call me back after the weekend (Failure Demand 1).

At 13:30, I chased up to see why I was still waiting for my car. It hadn’t been cleaned (Failure Demand 2).

At around 14:00, I got my car back. The service handbook had been stamped and details added for the third service but the second was blank. I always take my car to this dealer, so it must have been missed last year. So the Service Manager looked up the details and added them to the book (Failure Demand 3), once he had found his stamping machine.

By now, I was embarrassed that I kept on going back with “things to fix” and I drove away. As I left, I found that my seat was in the wrong position, the dashboard display was unfamiliar, the doors automatically locked (and much more besides). The profile settings associated with my key were missing!

Having heard the receptionist fielding calls to try and let the Service Department focus on customers who were already in the building, I knew that phoning would not get me an answer any time soon. So, I returned to the dealership to see if the settings were lost for good, or backed up somewhere (Failure Demand 4).

Another Service Manager confirmed that they are not backed up. Some software updates are non-destructive. Others less so. So I left again, disappointed.

Except, as I started the car, my seat moved itself, the dashboard was set up as I expected! My profile had loaded but, presumably the software update had been incomplete before. Now it had finished, everything was back (phew).

Later that day, I received a text message. It contained a link to the video report of the inspection on my car during the service. Nice to have, except I’d authorised the repairs hours previously. Not exactly Failure Demand, but potentially another issue to fix in the process.

So, what’s the answer?

The intention is to move to a position where available system capacity is focused on “Value Demand”. Value Demand is characterised with things that deliver value to the customer or to the organisation, such as provision of information, or just getting it right first time.

If the warranty quote was ready when I paid the bill, the car had been washed when I was told it would be, and the service handbook had been stamped first time then I would have been happy and three items of failure demand could have been avoided. If the Service Manager had known to tell me that software updates might still be taking effect when the car was restarted I might have been less concerned about the missing profile.

The customer would have been happier, the Service Department’s workload would have been lower, and the Service Manager would have been less stressed.

It seems that spotting these issues as a customer is easy… the trick is working out how to fix them in my own work processes…

Featured image: author’s own.

Weeknote 20/2020: back to work

Posted on By Mark Wilson
This content is 4 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

Looking back on another week of tech exploits during the COVID-19 coronavirus chaos…

The end of my furlough

The week started off with exam study, working towards Microsoft exam AZ-300 (as mentioned last week). That was somewhat derailed when I was asked to return to work from Wednesday, ending my Furlough Leave at very short notice. With 2.5 days lost from my study plan, it shouldn’t have been a surprise that I ended my working week with a late-night exam failure (though it was still a disappointment).

Returning to work is positive though – whilst being paid to stay at home may seem ideal to some, it didn’t work so well for me. I wanted to make sure I made good use of my time, catching up on personal development activities that I’d normally struggle to fit in. But I was also acutely aware that there were things I could be doing to support colleagues but which I wasn’t allowed to. And, ultimately, I’m really glad to be employed during this period of economic uncertainty.

Smart cities

It looks like one of my main activities for the next few weeks will be working on a Data Strategy for a combined authority, so I spent Tuesday afternoon trying to think about some of the challenges that an organisation with responsibility for transportation and economic growth across a region might face. That led me to some great resources on smart cities including these:

  • There are some inspirational initiatives featured in this video from The Economist:
  • Finally (and if you only have a few minutes to spare), this short video from Vinci Energies provides an overview of what smart cities are really about:

Remote workshop delivery

I also had my first experience of taking part in a series of workshops delivered using Microsoft Teams. Teams is a tool that I use extensively, but normally for internal meetings and ad-hoc calls with clients, not for delivering consulting engagements.

Whilst they would undoubtedly have been easier performed face-to-face, that’s just not possible in the current climate, so the adaptation was necessary.

The rules are the same, whatever the format – preparation is key. Understand what you’re looking to get out of the session and be ready with content to drive the conversation if it’s not quite headed where you need it to.

Editing/deleting posts in Microsoft Teams private channels

On the subject of Microsoft Teams, I was confused earlier this week when I couldn’t edit one of my own posts in a private channel. Thanks to some advice from Steve Goodman (@SteveGoodman), I found that the ability to delete and/or edit messages is set separately on a private channel (normal channels inherit from the team).

The Microsoft Office app

Thanks to Alun Rogers (@AlunRogers), I discovered the Microsoft office app this week. It’s a great companion to Office 365 (or , searching across all apps, similar to Delve but in an app rather than in-browser. The Microsoft Office app is available for download from the Microsoft Store.

Azure Network Watcher

And, whilst on the subject of nuggets of usefulness in the Microsoft stable…

A little piece of history

I found an old map book on my shelf this week: a Halford’s Pocket Touring Atlas of Great Britain and Ireland, priced at sixpence. I love poring over maps – they provide a fascinating insight into the development of the landscape and the built environment.

That’s all for now

Those are just a few highlights (and a lowlight) from the week – there’s much more on my Twitter feed…

Cyclist abuse

Posted on By Mark Wilson
This content is 8 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

Today, the phrase “Jeremy Vine” is trending on Twitter after the BBC presenter published a video of the abuse he allegedly suffered at the hands of a motorist who didn’t like the way he cycled through West London:

To be fair, Mr Vine does appear to have stopped his bike and blocked the road when he could simply have pulled over as the road widened but the tirade of verbal (and it seems physical) abuse poured on him was totally unreasonable. Sadly, this kind of behaviour is not unusual, though most of us are not prominent journalists with a good network of media contacts to help highlight the issue:

[In addition to driving an average of around 25,000 miles a year for the last 27 years)] I regularly cycle – road, mountain and commuting – and, whilst it should be noted I see a fair amount of cyclist-induced stupidity too, Jeremy Vine’s incident is not an isolated one.  Just this weekend:

  • I was cycling downhill in the town where we live, following my son at around 28mph (in a 30mph limit) when an impatient Audi driver decided to squeeze into the gap between Father and Son, and then tailgate my 11yo as he rode along. My son pulled over when it was safe to do so but he was scared – and there was no justification for the driver’s actions.
  • Then, whilst out with a small group yesterday morning, the driver of a Nissan Qashqai tore past sounding a long blast on his horn (presumably in protest that two of the three of us were riding side by side – which is perfectly acceptable, especially as this was not a narrow road). That kind of behaviour is pretty normal, as pretty much any road cyclist will attest…
  • Finally, whilst turning left, a motorist overtook me, on the junction itself, leaving around 18 inches to ride in between his car and the kerb, rather than follow the highway code ruling to “give motorcyclists, cyclists and horse riders at least as much room as you would when overtaking a car”. I called out and was actually forced to use his car to steady myself. As he drove off, the usual hand signals were observed, along with some unintelligable expletives (from the driver, not me – I was in shock).

All of this in around 24 hours – and against a landscape where there are far more cyclists on UK roads (so motorists are more aware of us)…

Maybe it was all just a bit of Bank Holiday summer madness…

A tale of three road tolls: part 3 (liberty on French autoroutes)

Posted on By Mark Wilson
This content is 8 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

Over the Easter holidays, I was lucky enough to enjoy a skiing holiday in the French Alps with my family. Aside from the holiday leading to me finally accepting that my kids are now both better skiers than I (after 2 seasons my 11 year-old is skiing black runs and my 9 year-old is on reds whilst I, on the other hand, lack their low centre of gravity and absence of fear), the road trip there and back gave me a chance to a) test out our new Volvo XC60 on a decent journey (it is very comfortable) and b) follow a friend’s advice to use an electronic tag for convenient passage through French autoroute tolls.

After a successful pilot with the same tag system (but different operator) on the UK’s M6 Toll, I felt ready for the SANEF Liber-T tag, which even has a billing option aimed at UK motorists travelling to France.

I’ve also found I could get a reduced price because I was travelling via Eurotunnel and had a booking reference (a frequent traveller number will do too) – saving the €10 application fee. The offer can be withdrawn at any time but seems to have been going for a couple of years now.  And, when I posted about this on a Volvo Owners Forum, I was told about another scheme that seems to be less expensive.  Definitely worth looking into…

The instructions for mounting the tag were different to my M6 Toll experience and I have to admit I’m not sure I have it quite right (maybe I should try the back of the mirror next time) but some waving of the tag at the readers seemed to kick things into life on the occasions that the barrier didn’t rise on my approach!

Back home in the UK, my tolls were arranged into one bill, and paid monthly (albeit with a currency conversion charge) but the convenience (and the ability to cruise through dedicated toll lanes at the péage) makes it worthwhile. The Liber-T tag works on all toll motorways in France (excluding the Mont Blanc and Fréjus tunnels), regardless of operator.

So, three tales, three tolls, three very different experiences. Now, back to the tech…

A tale of three road tolls: part 2 (the M6 Toll)

Posted on By Mark Wilson
This content is 8 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

Following my experiences with the Dart Charge (see part 1) and in preparation for an upcoming trip to France where I planned to use electronic tolls, I decided to try out a similar system on Britain’s only private Motorway – the M6 Toll in Staffordshire.

So, on the way back from the office one day, I picked up an M6 Toll Tag at Norton Canes service area, which came pre-loaded with £25 of credit (the same as I paid for the tag). Then, by calling up and opening an account, I was given £10 more credit; and by topping up with another £30 of credit, I was given another £5. So, that’s one tag with £70 of credit for £55. Even with a monthly charge of £1 that means I’m up by a few quid (and a corresponding 5% discount on journeys should go towards the monthly charging over time).

After fitting the tag to the back of my rear-view mirror, I drove (with some trepidation it has to be said) towards the barrier, heard a re-assuring “beep”, saw it lift, and then cruised on through the toll booths.

Result! With a tag working through my car’s heated windscreen on UK roads, I was in business – ready for the next adventure, on French Autoroutes!

A tale of three road tolls: part 1 (the Dart Charge)

Posted on By Mark Wilson
This content is 8 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

London’s orbital motorway, the M25, is not a circle (as many people suggest) but has a short section of trunk road joining the ends and crossing the River Thames east of London. That road, the A282 Dartford Crossing, has an associated charge which, until recently, was collected at toll booths.

Originally the tolls were to be removed on 1 April 2003 under the original Private Finance initiative (PFI) scheme contract that was used to finance the Queen Elizabeth II bridge but instead, under the 2000 Transport Act, the A282 Trunk Road (Dartford-Thurrock Crossing charging scheme) Order 2002 allowed the continuation of the crossing fee, which officially became a charge and not a toll.

Since 30 November 2014 the toll booths have been removed and replaced by an electronic charge [update: there are some overnight journeys that are not charged], but that’s not without its issues, as I found when I travelled to Dartford and back a few weeks ago.

Dart charge warning letter and PCNI hadn’t used the route for years, but had heard about the changes (I even contacted the operator to see if my new tag for the French motorways, also operated by SANEF, would work – it won’t!). I also saw the signs advising me to pay by midnight the next day (confusingly using the same symbol as the London Congestion Charge, which is unrelated). Unfortunately, faced with congestion, delays, a stressful day with a difficult customer and an equally stressful journey home (total driving time for the day was 6 hours for around 180 miles – a pathetic average speed considering it was mostly on motorways!) – and I forgot.

It was an honest mistake and, when I realised a few days later, I called the Dart Charge contact centre. Aided by some extremely patient and helpful people, I was told not to worry, to wait for the penalty charge notice and that I would be given a chance to pay (without penalty) on my first infringement. But I’d travelled both ways! In turns out that’s OK too – just pay all outstanding charges on receipt of the first notice.

I was also told how I could sign up for automatic payment in future (a facility I tested on a journey to France a few weeks later) – if only the official government website for the Dart Charge made that clear but it’s one of those sites that’s been so over-“simplified” that it’s no longer clear.  The warning letter is equally confusing: because my PCNs arrived on different days (and I needed to pay before leaving the country on Easter holidays!), I couldn’t see how to pay all outstanding charges in one hit online. Luckily the contact centre for the Dart Charge came to my rescue again!

Gov.UK suggests setting up an account but doesn’t mention the advantage of doing so is to provide a pay-as-you go facility. Indeed the only reference to payment in advance is by post! There’s actually better advice in the Daily Telegraph article about the changes!

So, if you are planning to use the Dartford Crossing (by bridge or tunnel), I recommend signing up for an account and paying as you go by credit or debit card to avoid a lot of stress (and potentially hefty fines). Definitely worth it!

CANbus, replacement car stereos and dodgy steering wheel controls!

Posted on By Mark Wilson
This content is 9 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

One of the side effects of no longer having a company car is that I’m having to take direct responsibility for maintenance again. It’s a world away from my days of learning how to maintain my Mum’s 1980 Ford Fiesta! For example, I recently learned how the wiring in modern cars is totally changed so that it uses a controller area network (CAN) and a serial bus to integrate the various electronic components and to reduce the amount of physical wiring in use. This CANbus system uses common wiring (CAN high and CAN low) and each device communicates using its own frequency… or at least that’s how it was explained to me.

Last month, I had a new car stereo fitted in my family’s 2008 Golf. The Pioneer DEH-4700BT was a bargain at just under £79 (from Halfords) including Bluetooth connectivity to multiple phones for calls and media playback but, by the time fitting and the various cables/adapters/fascia components had been added, the cost had gone up by another £100!

I’m amazed what a difference the new head unit makes on the existing speakers (apparently manufacturers tend to over-specify the speaker to avoid warranty claims if they are “blown” early in the vehicle’s life) but I also learned a little about the car electrics whilst it was being fitted for me.

Initially, the unit was wired in with a live feed taken from the cigarette lighter socket; however that wasn’t needed once all of the necessary parts arrived – the final piece being a stalk control adapter for integration with the steering wheel controls (I can re-use the permanent live if I buy a dash cam in future). Unfortunately, the use of these third party interfaces to the Volkswagen CAN has an interesting side-effect as it seems it listens for control on a range of frequencies, rather than a specific signal. This means that, when I use the steering wheel controls to adjust the car’s multi-function computer (e.g. to switch from fuel economy to distance driven), it skips forward/back a track on the stereo! One workaround is to switch the stereo to Aux input before changing the computer settings, then switching back again – but it is a bit clunky really!

I’ve since found a Mk5 Golf GTI forum post that suggests using Volkwagen’s own single-DIN facia unit and a Connects2 steering wheel interface. It certainly looks like a better finish but having already shelled out over £100, our car (which is certainly no GTI) will keep the AutoLeads version for now (I have an AutoLeads PC99-505 with PC99-SON, which I’m told is the same as the PC99-PIO Pioneer version, a PC2-75-4 harness adapter and an FP-17-03 fascia adapter with removable pocket).

Connecting two Bluetooth devices at once to a Volkswagen Tiguan

Posted on By Mark Wilson
This content is 10 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

Tomorrow, the leased Volkswagen Tiguan (2012 model) that I’ve been driving for the last three years is being collected. Only last week, I worked out how to do what I’ve wanted to do for most of the time I’ve had the car – i.e. to have one phone connected over Bluetooth for calls (my work phone) at the same time as another is connected for playing music/podcasts (my private phone).

As long as both devices are paired to the car, it’s pretty simple and the steps are in the video below:

 

If you can’t see the video, then these are the steps:

  1. Connect the phone that you want to use as a phone to the car. In the video you can see “Mark Wilson’s Lumia” is connected.
  2. using the steering wheel controls, scroll down to Bluetooth and click OK.
  3. Scroll down to Media player and click OK.
  4. Select Paired devices and click OK.
  5. Select the second device (in the video it’s “Mark’s iPhone) and click OK.
  6. Click OK at the Connect prompt, and again at the “End current connection?” prompt.
  7. After a few seconds, the second device should connect and you can play media content from this, whilst still making/receiving calls on the first device.

Stuck door lock on Mk5 Volkswagen Golf

Posted on By Mark Wilson
This content is 11 years old. I don't routinely update old blog posts as they are only intended to represent a view at a particular point in time. Please be warned that the information here may be out of date.

My wife’s ’08 registration Volkswagen Golf (Mk5) refused to unlock the rear passenger door earlier this week.  After trying various combinations of keyfobs, inside door locks, locking and unlocking, I hit the ‘net and found a multitude of articles with various bits of advice – usually resulting in trying to remove door trims and expensive garage bills.  I did find one post on the Mk5 Golf GTI forum that looked hopeful though (even though ours is a Match not a GTI!) and decided it was worth a try:

“You do need two people.

One operates the central lock switch on the drivers door while the other tries to open the passenger door. You try and open the door at the same time as it tries to unlock.

Can take ages.”

I tried this a few times with the outside handle (I could hear the lock “clunking” but the door still wouldn’t open) then I tried with the inside handle a couple of times and – hey presto, an open door!  I think the mechanism could do with some grease (not sure what sort), but seems to be working at the moment.

Internet search saves Mark a couple of hundred quid at the local Volkswagen dealer…