Engine/Gearbox Combinations

Engine/Gearbox Combinations Engine code letters ARV/ATY AME ATZ Displacement 1.0 ltr. 1.4 ltr. 1.4 ltr. Power output 37 kw/50 HP 50 kw/68 HP 50 kw/68 HP Engine management system Simos 3PB Simos 3PB Simos 3PA Emission standard ARV/EU2 ATY/D4; EU4 EU2 D4 EU4 SP32_07 SP32_08 SP32_08 Note: The table presents the engine versions at the start of production. Other engines are envisaged, e.g. 2.0-ltr./88 kw engine. The emission standard EU4 comes into effect from the year 2005! SP32_05 Transmission 002 (with technical improvements) 12

AUA AUB ASY ATD 1.4 ltr. 1.4 ltr. 1.9 ltr. 1.9 ltr. 55 kw/75 HP 74 kw/100 HP 47 kw/64 HP 74 kw/100 HP Magneti Marelli 4LV Magneti Marelli 4LV EU4 EU4 EU3 EU3 SDI TDI SP32_22 SP32_22 SP32_24 SP32_99 SP32_06 Gearbox 02T (a new development for engine torques up to 200 Nm) SP32_102 Gearbox 02R (the familiar gearbox 02J, matched to the FABIA for engine torques up to 250 Nm) 13

Engines 1.0-ltr. engine (37 kw) ARV/ATY The mechanical components Crankshaft mounted in 3 bearings The camshaft in the block is driven by a duplex roller chain Valve gear employing tappets, tappet rods and rocker arms, hydraulic valve clearance compensation Wet grey cast iron cylinder liners Aluminium die cast cylinder block You can find further information in SSP 35. SP32_07 The engine management system Simos 3PB multipoint fuel injection Rotorless high-voltage distribution Sequential fuel injection Sender for engine speed and TDC recognition and camshaft position sensor Technical data 1000 2000 3000 4000 5000 6000 n (1/min) SP32_17 Type: 4-cyl. inline engine Valves per cylinder: 2 Displacement: 997 cm 3 Bore: 72 mm Stroke: 61.2 mm Compression ratio: 10 : 1 Rated output: 37 kw at 5000 rpm Max. torque: 84 Nm at 3250 rpm Emission control: Catalytic converter, lambda control Emission standard: ARV/EU2 ATY/D4; EU4 Fuel: Unleaded petrol 95 RON (91 possible, with reduced output) 14

1.4-ltr. engine (50 kw) AME/ATZ The mechanical components The mechanical design of the engine is identical to that of the 1.4-ltr./44 kw engine. You can find further information in SSP 27. Modifications relate to the software in the engine management system. SP32_08 The engine management system Simos 3PB/3PA multipoint fuel injection Rotorless high-voltage distribution Sequential fuel injection Technical data 1000 2000 3000 4000 5000 6000 n (1/min) SP32_18 Type: 4-cyl. inline engine Valves per cylinder: 2 Displacement: 1397 cm 3 Bore: 75.5 mm Stroke: 78 mm Compression ratio: 10 : 1 Rated output: 50 kw at 5000 rpm Max. torque: 120 Nm at 2500 rpm Emission control: 2 catalytic converters, lambda control, ATZ with 2nd lambda probe Emission standard: AME/EU2; ATZ/D4; EU4 Fuel: Unleaded petrol 95 RON (91 possible, with reduced output) 15

Engines 1.4-ltr. engine (55 kw) AUA A representative of the new engine generation, new engineering combined with lightweight construction. The mechanical components Aluminium die cast crankcase Integral grey cast iron cylinder liners Cylinder head with camshaft housing and 2 overhead camshafts Exhaust camshaft driven by a toothed belt Valves operated by roller rocker fingers Duocentric oil pump, positioned directly at front journal area of crankshaft SP32_22 You can find further information in SSP 35. The engine management system Magneti Marelli 4LV multipoint fuel injection Sequential fuel injection Rotorless high-voltage distribution Technical data 1000 2000 3000 4000 5000 6000 n (1/min) SP32_19 Type: 4-cyl. inline engine Valves per cylinder: 4 Displacement: 1390 cm 3 Bore: 76.5 mm Stroke: 75.6 mm Compression ratio: 10.5 : 1 Rated output: 55 kw at 5000 rpm Max. torque: 126 Nm at 3800 rpm Emission control: 2 catalytic converters, 2 lambda probes, exhaust gas recirculation Emission standard: EU4 Fuel: Unleaded petrol 95 RON (91 possible, with reduced output) 16

1.4-ltr. engine (74 kw) AUB The mechanical components Based on the 1.4-ltr./55 kw engine Differs from this in terms of higher-strength pistons cylinder head with larger inlet and exhaust ports, inlet module matched valve timing matched to camshafts modified exhaust system aluminium oil pan offers enhanced stiffness for higher-output power train SP32_22 You can find further information in SSP 35. The engine management system Magneti Marelli 4LV multipoint fuel injection Sequential fuel injection Rotorless high-voltage distribution Technical data 1000 2000 3000 4000 5000 6000 7000 n (1/min) SP32_20 Type: 4-cyl. inline engine Valves per cylinder: 4 Displacement: 1390 cm 3 Bore: 76.5 mm Stroke: 75.6 mm Compression ratio: 10.5 : 1 Rated output: 74 kw at 6000 rpm Max. torque: 126 Nm at 4400 rpm Emission control: 2 catalytic converters, 2 lambda probes, exhaust gas recirculation Emission standard: EU4 Fuel: Unleaded petrol 98 RON (95 possible, with reduced output) 17

Engines 1.9-ltr. engine (47 kw) ASY The mechanical components Naturally-aspirated diesel engine Grey cast iron engine block Aluminium cylinder head Crankshaft mounted in five bearings Overhead camshaft, valves operated directly by camshaft (OHC) Oil filter with oil cooler Vacuum pump for producing the operating vacuum for the brake servo unit SP32_24 Intake manifold flap, electrically operated Camshaft and distributor injection pump driven by toothed belt The engine management system Injection hydraulics with electronic diesel control EDC 15 Bosch distributor injection pump Electric accelerator pedal control Technical data 1000 2000 3000 4000 5000 6000 n (1/min) SP32_21 Type: 4-cyl. inline engine Valves per cylinder: 2 Displacement: 1896 cm 3 Bore: 79.5 mm Stroke: 95.5 mm Compression ratio: 19.5 : 1 Rated output: 47 kw at 4000 rpm Max. torque: 125 Nm at 1600... 2800 rpm Emission control: Exhaust gas recirculation. oxidation catalytic converter Emission standard: EU3 Fuel: Diesel, min. CN 49 PME, min. CN 48 18

1.9-ltr. engine (74 kw) ATD The mechanical components Turbodiesel engine with charge air cooling Tandem pump for fuel supply and vacuum supply Grey cast iron housing Bucket tappets with hydraulic valve clearance compensation Each cylinder features a pump-nozzle unit, no distributor injection pump. High injection pressure of 205 MPa (2050 bar). Return fuel flow is cooled by means of a heat sink at the vehicle floor SP32_99 You can find further information in SSP 36. The engine management system Electronic Diesel Control Bosch EDC 15P Pump-nozzle fuel injection Technical data 1000 2000 3000 4000 5000 6000 n (1/min) SP32_100 Type: 4-cyl. inline engine Valves per cylinder: 2 Displacement: 1896 cm 3 Bore: 79.5 mm Stroke: 95.5 mm Compression ratio: 19.5 : 1 Rated output: 74 kw at 4000 rpm Max. torque: 240 Nm at 1900... 2400 rpm Emission control: Exhaust gas recirculation. oxidation catalytic converter Emission standard: EU3 Fuel: Diesel, min. CN 49 PME, min. CN 48 19

3 Gearboxes Gearbox 02T New! Selecting and shifting based on the standard shift pattern 5 R 1 2 4 SP32_06 SP32_112 The gearbox is a new development and is designed for transmitting engine torques of up to 200 Nm. Gearbox designation 02TA for petrol engines of 55 and 74 kw 02TB for diesel engine of 47 kw Distinction only in the internal ratio. Technical highlights 5-speed manual gearbox Hydraulic clutch control, design based on gearbox 002 Manual gearbox and final drive form a single constructional unit; new materials used for achieving weight reductions Needle bearings for sliding gears in order to reduce the internal friction Double synchromesh for 1st and 2nd gear (improved shift quality) Internal shift mechanism (shift forks) is designed as a shift arm mechanism; shift shaft enters the gearbox from the top Transmission oil filled for entire service life; no oil change necessary Oil inspection plug in area of the differential 20

New! The speedometer drive The speedometer is driven without any mechanical intermediate stages. No speedometer gear, no speedometer shaft. The information regarding the road speed of the vehicle is tapped directly at the differential housing by the speedometer sender G22. The differential housing is provided with reference marks for this purpose. Speedometer sender G22 The speedometer sensor takes the place of the speedometer shaft at the gearbox. Reference marks at differential housing SP32_23 The information is passed electrically in the form of pulses from the speedometer sender to the control unit in the dash panel insert. It is processed there for indicating the vehicle speed and the distance. Advantage: Optimal accuracy of indications and smooth needle readings. You can find further information on the gearbox in SSP 37. SP32_101 21

Gearboxes Gearbox 002 Gearbox designation 002H for 1.0-ltr./37 kw engines 002G for 1.4-ltr./50 kw engines The difference is in the inner transmission ratio. The gearbox is a further development of the gearbox described in SSP 27. Highlights of the technical modifications The shift movements are transmitted into the gearbox from above. SP32_05 At the top on the gearbox there is a shift cover which houses the shift shaft for the internal shift mechanism and the relay of the shift movement. R 1 3 5 2 4 SP32_112 The gears are shifted by means of shift arms. The shift pattern is matched to the standard pattern. The external shift mechanism has been simplified. It has a similar operating principle to the cable shift mechanism in the OCTAVIA. A locking pin is provided at the shift cover with which it is possible to fix the shift shaft in a predefined position. This greatly simplifies the adjustment of the cable shift mechanism. Shift cover Shift shaft Selecting Shifting SP32_25 22

Shift mechanism The shift movement is transmitted from the shift lever into the gearbox by means of two cables in all the gearbox versions. The principle used for relaying the shift movements from the hand shift lever to the gearbox shift lever is the same as that employed on the OCTAVIA. 5 3 1 R 4 2 SP32_26 Selecting Shifting SP32_27 Engine/gearbox mounting The engine/gearbox mounting is similar to the pendulum mounting (3-point mounting) familiar from the OCTAVIA. The engine and gearbox mounts are positioned around the pivot axis of the power plant. The pendulum support absorbs tensile and compressive forces. The bearing mounting brackets are matched to the particular engine type. Engine mount with mounting bracket Gearbox mount with mounting bracket SP32_28 Pendulum support 23

Fuel System Fuel tank Activated charcoal filter Expansion tank (operating vent, refuelling vent) Fuel filler neck Fuel delivery unit Fuel filter with pressure regulator SP32_30 The fuel tank is made of plastic. It holds approx. 45 litres. Important! Fuel tank, filler neck and 2 expansion tanks (operating vent, refuelling vent) are a single unit. They cannot be separated. The fuel delivery unit is located in the fuel tank. The following components are located directly at the fuel tank the fuel filter the activated charcoal filter. Both are connected to the fuel tank by flexible plastic lines. The fuel pressure regulator is an integral part of the fuel filter. It is no longer positioned at the fuel rail of the engine. 24

Fuel tank vent system Vent valve Unleaded petrol flap Vent line Refuelling nozzle Cap Gravity valve Refuelling vent tank Operating vent tank Feed line, black Return-flow line, blue Fuel filter Activated charcoal filter M to engine to engine SP32_45 In contrast to the predecessor version, the activated charcoal filter is not located in the left rear wheelhouse, but behind the wheelhouse liner behind the right rear wing. Venting when refuelling When the cap is removed, the vent valve automatically shuts off the vent line to the operating vent tank. Fuel vapours from the fuel tank thus do not escape to atmosphere during refuelling. The unleaded petrol flap is opened by the refuelling nozzle. The air from the fuel tank is passed to the refuelling vent tank during refuelling and from there to the fuel filler neck. Venting when driving The unleaded petrol flap shuts off the filler neck by means of the spring tension. The cap on the filler neck pushes open the vent valve. Fuel vapours which form as a result of the fuel warming up, flow into the operating vent tank. These vapours pass through the opened vent valve and the filler neck, which is sealed off to atmosphere, through the gravity valve to activated charcoal filter where they are bonded. 25

Fuel System Fuel filter with pressure regulating valve New! Fuel filter and pressure regulating valve are a combined component. This is positioned directly at the fuel tank and is divided into a spring chamber and a filter chamber. The fuel pump pumps fuel into the filter chamber, the pressure regulating valve maintains the system pressure of 3 bar (0.3 MPa), which is effective in the fuel rail at the injectors. SP32_31 The fuel is metered to the filter by means of an orifice plate in order to maintain the pressure. If the pressure rises above 3 bar (0.3 MPa), the regulating valve to the spring chamber opens. Excessive pumped fuel flows back along the shortest path unfiltered through the regulating valve into the fuel tank without having to take the long way round through the engine compartment. Spring chamber Return flow to fuel tank Regulating valve Filter chamber Feed from fuel pump to engine SP32_32 Advantages: This makes it possible to eliminate the returnflow line from the engine to the fuel tank. The fuel which flows back is warmed up less, the temperature in the fuel tank remains lower and the quantity of evaporating fuel is reduced. The fuel flowing back is not filtered. The service life of the filter is extended. Note: The fuel injection system in engine has been modified accordingly. The engine now has a fuel rail through which the fuel does not flow. 26