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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 Simos 3PB Simos 3PB Simos 3PA


system
Emission standard ARV/EU2 EU2 D4
ATY/D4; EU4 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)

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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 Magneti Marelli SDI TDI


4LV 4LV
EU4 EU4 EU3 EU3

SP32_22 SP32_22 SP32_24 SP32_99

SP32_06 SP32_102
Gearbox 02T Gearbox 02R
(a new development for engine (the familiar gearbox 02J, matched to the
torques up to 200 Nm) FABIA for engine torques up to 250 Nm)

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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

Type: 4-cyl. inline engine


Valves per cylinder: 2
Displacement: 997 cm3
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,
1000 2000 3000 4000 5000 6000 lambda control
n (1/min)
Emission standard: ARV/EU2
ATY/D4; EU4
SP32_17 Fuel: Unleaded petrol 95
RON (91 possible,
with reduced output)

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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

Type: 4-cyl. inline engine


Valves per cylinder: 2
Displacement: 1397 cm3
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
1000 2000 3000 4000 5000 6000 Emission standard: AME/EU2;
n (1/min)
ATZ/D4; EU4
Fuel: Unleaded petrol 95
SP32_18 RON (91 possible,
with reduced output)

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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

You can find further information in SSP 35.


SP32_22

The engine management system

– Magneti Marelli 4LV multipoint fuel


injection

– Sequential fuel injection

– Rotorless high-voltage distribution

Technical data

Type: 4-cyl. inline engine


Valves per cylinder: 4
Displacement: 1390 cm3
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
1000 2000 3000 4000 5000 6000
n (1/min)
recirculation
Emission standard: EU4
SP32_19
Fuel: Unleaded petrol 95
RON (91 possible,
with reduced output)

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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

You can find further information in SSP 35.


SP32_22

The engine management system

– Magneti Marelli 4LV multipoint fuel


injection

– Sequential fuel injection

– Rotorless high-voltage distribution

Technical data

Type: 4-cyl. inline engine


Valves per cylinder: 4
Displacement: 1390 cm3
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
1000 2000 3000 4000 5000 6000 7000
Fuel: Unleaded petrol 98
n (1/min) RON (95 possible,
SP32_20 with reduced output)

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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

– Intake manifold flap, electrically operated


SP32_24

– 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

Type: 4-cyl. inline engine


Valves per cylinder: 2
Displacement: 1896 cm3
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.
1000 2000 3000 4000 5000 6000 oxidation catalytic
n (1/min)
converter
Emission standard: EU3
SP32_21 Fuel: Diesel, min. CN 49
PME, min. CN 48

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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

Type: 4-cyl. inline engine


Valves per cylinder: 2
Displacement: 1896 cm3
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
1000 2000 3000 4000 5000 6000
n (1/min)
SP32_100

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Gearboxes
Gearbox 02T
New!

Selecting and shifting based on the standard


shift pattern

5
3
R1

4
2
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 – Double synchromesh for 1st and 2nd gear
(improved shift quality)
– Hydraulic clutch control, design based on
gearbox 002 – Internal shift mechanism (shift forks) is
designed as a shift arm mechanism; shift
– Manual gearbox and final drive form a shaft enters the gearbox from the top
single constructional unit; new materials
used for achieving weight reductions – Transmission oil filled for entire service
life; no oil change necessary
– Needle bearings for sliding gears in order
to reduce the internal friction – Oil inspection plug in area of the
differential

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New!

The speedometer drive

The speedometer is driven without any


mechanical intermediate stages.
No speedometer gear, no speedometer shaft.
Speedometer
The information regarding the road speed of sender G22
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.

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

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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.

– The gears are shifted by means of shift


arms. The shift pattern is matched to the
5
3
R1

standard pattern.
2

– The external shift mechanism has been


simplified. It has a similar operating
principle to the cable shift mechanism in
SP32_112
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

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Shift mechanism

The shift movement is transmitted from the


shift lever into the gearbox by means of two
5 4
cables in all the gearbox versions.
3 2
The principle used for relaying the shift 1
movements from the hand shift lever to the R SP32_26
gearbox shift lever is the same as that
employed on the OCTAVIA.

Selecting

Shifting
SP32_27

Engine/gearbox mounting

The engine/gearbox mounting is similar to the Engine mount with Gearbox mount with
pendulum mounting (3-point mounting) mounting bracket mounting bracket
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.

SP32_28

Pendulum support

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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. The following components are located directly
It holds approx. 45 litres. at the fuel tank

Important! – the fuel filter


– the activated charcoal filter.
Fuel tank,
filler neck and Both are connected to the fuel tank by flexible
2 expansion tanks (operating vent, plastic lines.
refuelling vent)
are a single unit. The fuel pressure regulator is an integral part
They cannot be separated. of the fuel filter. It is no longer positioned at
the fuel rail of the engine.
The fuel delivery unit is located in the fuel
tank.

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Fuel tank vent system Refuelling nozzle

Vent valve
Cap
Unleaded petrol flap

Gravity valve
Vent line

Refuelling vent tank

Operating vent tank

Feed line, black

Return-flow line, blue

Fuel filter
Activated charcoal
filter

SP32_45
to engine to engine

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 Venting when driving

When the cap is removed, the vent valve The unleaded petrol flap shuts off the filler
automatically shuts off the vent line to the neck by means of the spring tension. The cap
operating vent tank. on the filler neck pushes open the vent valve.

Fuel vapours from the fuel tank thus do not Fuel vapours which form as a result of the fuel
escape to atmosphere during refuelling. warming up, flow into the operating vent tank.
These vapours pass through the opened vent
The unleaded petrol flap is opened by the valve and the filler neck, which is sealed off to
refuelling nozzle. atmosphere, through the gravity valve to
activated charcoal filter where they are
The air from the fuel tank is passed to the bonded.
refuelling vent tank during refuelling and from
there to the fuel filler neck.

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Fuel System

Fuel filter with pressure regulating


New!
valve

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 SP32_31
the injectors.

The fuel is metered to the filter by means of an


orifice plate in order to maintain the pressure.
Regulating valve
If the pressure rises above 3 bar (0.3 MPa), the
Spring chamber
regulating valve to the spring chamber opens.
Return flow to
Excessive pumped fuel flows back along the fuel tank
shortest path unfiltered through the regulating Filter chamber
valve into the fuel tank without having to take
the long way round through the engine
compartment.

to engine
Feed from
fuel pump SP32_32

Advantages:

This makes it possible to eliminate the return-


flow 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 Note:
reduced. The fuel injection system in engine has
The fuel flowing back is not filtered. The been modified accordingly.
service life of the filter is extended. The engine now has a fuel rail through
which the fuel does not flow.

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