Notifications. Skoda Octavia A5 owner reviews List of main faults that we solve

At first glance, the engine with a working volume of 1595 cm3 is already outdated. He comes from the eighties of the last century. The engine was first offered in the Volkswagen Golf V. Against the background of Japanese and Italian competitors, the engine seemed “backward”. It had no turbo, no 16-valve head, not even direct fuel injection. The only modern element is the plastic intake manifold, which began to be widely used in the early nineties. Ultimately, in 2012, the engine was withdrawn from the range of European cars of the Volkswagen Group due to non-compliance with stringent toxicity standards. In other markets, in particular in Russia, the engine is still successfully offered. It is also in demand in the secondary market. What is the secret of 1.6 MPI?

The simplicity of the engine design is a huge advantage for a used car. Almost every mechanic is familiar with the device of this motor, so troubleshooting will not be expensive. Moreover, due to the fact that the power unit was created in those years when no one had heard of downsizing, its endurance is many times greater than modern engines. At present, the most common powerful options motor - 101 and 102 hp A properly operated and timely serviced engine is able to travel at least 400-500 thousand km before the first major repair. This is a lot, given that many modern engines, including diesel ones, barely reach 250,000 km. The longevity of the power unit is due to the minimum amount of control electronics. In addition, from the point of view of operation, the presence of hydraulic valve clearance compensators is a big advantage.

Typically, when the engine is running on liquefied gas, premature wear of the valves and valve seats is observed. This forces the owner to visit the service more often to adjust the valve clearance. In the case of 1.6 MPI, thanks to hydraulic lifters, this need does not arise. For this reason, a gas-powered engine is usually in good condition even after 300,000 km.

When looking after a car in the secondary market, be careful not to confuse 1.6 MPI with the equally common 1.6 FSI. Although they have the same displacement, they are radically different in design. The FSI engine made its debut in the VW Golf IV. It features a 16-valve cylinder head and direct fuel injection. The power unit suffers from the same diseases as the flagship engines of this type: carbon deposits on the intake valves, which eventually leads to damage to the valves and valve seats. The presence of direct injection virtually eliminates the possibility of installing gas equipment. Only individual solutions are applicable, which are almost 2 times more expensive.

When looking for a car with the prospect of converting it to gas, be sure to pay attention to the engine model code. Motors with the designation BSE should be avoided. These devices have a "weak" Mexican-made block head. The rest of the engine modifications do a good job with the transition to "gas fuel".

Application

Audi: A3 I/II, A4 B5/B6/B7.

SEAT: Ibiza II, Altea, Altea XL, Leon I/II, Toledo II/III.

What a German turbo engine is, a Russian tangle of doubts. The Russians perceived the lack of conventional atmospheric engines in the new Octavia with caution, especially since the basic versions received a small 1.2 TSI. Someone did not like the image of a car with an engine size “like that of the Corsa”, someone was afraid to freeze in winter, and most simply did not want a direct injection and supercharged engine. And this is understandable: okay, when there are 180 hp under the hood. and 1.8 TSI. But if we are talking about 105 "horses", is it worth building a garden?

And now Skoda has returned the 1.6 MPI engine to the lineup. Just make no mistake - this is not the 1.6 CFNA engine that we know from the Polo Sedan and Skoda Rapid models. This is a completely new motor with the CWVA index and a completely different architecture, the production of which will soon be established in Kaluga.

Skoda Octavia III is built on the MQB platform, to which the new line of engines of the EA211 family was “attached”. Several sizes of these motors (1.2 TSI, 1.4 TSI, 1.8 TSI) had little in common with the EA111 family motors that were installed on the previous Octavia, although the same indexes confused customers. So, the 1.6 MPI engine on the modern Octavia also belongs to the new EA211 family, but it is devoid of supercharging and direct injection. But the rest of the generic features are in place: an aluminum block, an exhaust manifold integrated into the block head, variable valve timing, a timing belt drive. Why didn't they install the motor from the Polo Sedan? Firstly, it is rather weak for Octavia, and secondly, the MQB platform is in principle compatible only with motors of the EA211 family. Read more about the differences between the two generations of motors in our material.

In general, I liked the departed 1.2 TSI engine: it exceeded expectations. Responsive nature and good traction throughout the range except for the very bottom allowed the Skoda Octavia to accelerate more vigorously than most competitors with atmospheric 1.6. However, they don’t cry about spilled milk ...

But 1.6 MPI, although structurally similar to turbo engines, does not have supercharging and direct injection, which means it should be more unpretentious. In addition, the “automatic” of this motor is supposed to be a conventional, hydromechanical, and not the notorious DSG. There is, in fact, only one question: is a 1.6-liter aspirated engine enough for such a large car?

On the test was Octavia with "mechanics". First impressions are rather positive: the engine accelerates the car honestly and even naturally, as if the Octavia is not an overgrown golf class, but some kind of B-classer. There is no striking contrast with the turbo engine, and it seemed so strange to me that I got to study the characteristics. In acceleration to 100 km / h, the atmospheric Octavia loses only a third of a second to the 1.2 TSI version - 10.6 vs. 10.3 seconds - so the numbers confirm the subjective sensations.

Comparison of the characteristics of the Skoda Octavia with different engines

Moderate weight helps with acceleration: due to the chassis made of high-strength steels, the base Octavia 1.6 MPI weighs 1225 kg, which is quite good for a car with a length of more than 4.6 m. For comparison, the similarly sized Peugeot 408 is 150 kg heavier. In addition, Skoda has an excellent gearbox with a clear shift mechanism and a good selection of numbers.

And yet there are differences. The limits of the motors are close, but to squeeze 100% out of the 1.6 MPI engine, you need to work harder. First of all, the gear lever. Where the 1.2 TSI picked up the car with a twinkle from 2000 rpm, the naturally aspirated engine falls into reverie. If you want to accelerate intensively, do not be lazy to turn on lower gears, keeping the speed in the range of 3000 rpm. Sometimes, forgetting to drop 1-2 gears, you get a cottony response, because the engine is dozing at 2000 rpm.

Not to say that this creates big problems. In the end, with such a box, the extra switching is not a burden, but at the peak of its capabilities, the engine is quite cheerful for an aspirated engine of this volume. It is a pity that the test was not equipped with an "automatic": will it choke the engine? In Polo Sedan, this version seems sluggish in many respects due to a very damped gas pedal.

There is also a difference in efficiency: judging by the passport data, on average, a “turbo-octave” would save 1 l / 100 km. On the other hand, it is sensitive to fuel quality, while the 1.6 MPI engine should be more omnivorous: it can be fed with 92nd gasoline.

If we ignore the comparison with 1.2 TSI, then the Octavia 1.6 MPI rides at the level of most competitors with engines of the same size. In the end, for lovers of speed, Skoda offers 1.4 TSI (140 hp), which is more cheerful than 2-liter aspirated, and up to a million rubles, you can buy Octavia 1.8 TSI (180 hp) with dynamics almost like at the hot hatch. But I am sure that many customers of the Octavia 1.6 MPI will like it: after all, pragmatists buy it, and the engine is the same - for family needs.

Otherwise, the 1.6 MPI version is a typical Octavia with spacious rear seats, best-in-class trunk space, great ergonomics and properly tuned controls. They say they reconfigured the rear suspension, and although I can’t compare it by the eye, I liked the Octavia 1.6 MPI in terms of vibration comfort: it’s sensitive to small things, but it rides the rails with a bang. Definitely one of the best cars in the class.

Summing up, let's say this: the appearance of an atmospheric engine is a sure step. He did not spoil the concept of the car, but made it "clearer" for the Russian clientele. The hegemony of turbo engines is broken, and for Russia this is good news.

Price analysis

Unfortunately, the installation of a naturally aspirated engine did not reduce the cost of the base Octavia. So, if a year ago the 1.2 TSI version with air conditioning cost 632 thousand, now a car with a 1.6 MPI engine that is close in terms of equipment will cost almost 688 thousand.

And yet the price is adequate, because for Last year rewrote prices and competitors. In the table below, we compared the Octavia to over-4.6-meter-long naturally aspirated golf-class oversized ones, and it turned out that it is one of the most affordable. However, there are nuances: for example, most competitors offer heated seats, while in the basic version of Active it cannot be ordered even for a surcharge, and the next equipment, Ambition, already costs from 749 thousand rubles.

Octavia with a six-speed "automatic" will cost 704 thousand, if you equip it with air conditioning and radio - about 748 thousand. A detailed price list is available at

Hello dear readers of this review. I'll tell you about my car as I can, without literary pathos, but trying to the point. I ask you not to criticize much, but if there are logical questions, I will answer. Behind the wheel for 8 years with daily trips from point A to B and back (50-70 km each), a couple of times I drove along the M10 (already on the octave), there were no accidents in all the years, and therefore I can regard myself as not aggressive , balanced in terms of where you need to accelerate-slow down a more or less competent driver. Before Skoda, he owned a VAZ 2115, KIA spectra, AvtoVAZ repaired independently up to large components and assemblies (he was well versed in the mat. parts), so you have to compare with them. I bought an octavia in July 2013 from a new dealer in Moscow, for the past year I drove mainly along the Moscow Ring Road and the highway at an average speed of 60-110 km / h, which means it was operated in the most benign conditions. Sometimes plowed Moscow traffic jams. I'll start with the expense. I checked the correspondence of what was shown on the on-board computer by checks at the gas station until the cut-off, refueled at the same one all year with rare exceptions. And so: on the highway 6.5-7.0 l / 100 km, on the Moscow Ring Road + highway almost without traffic jams about 8.0 l / 100 km, on traffic jams from 11 to 14 (the most standing almost without traffic) . In terms of comfort, compared to the same spectrum, I was pleased not only with the presence of all sorts of options (like kriuz, parking sensors, light and rain sensors), but also with its driving performance. One feels the composure of the suspension, much more precise handling and throttle response in overtaking and starts, despite the same 1.6 atmosphere as it was in the spectrum, even taking into account the fact that there was a handle in the spectrum, and here the torque converter is automatic (it’s enough for me, I not a racer). It’s comfortable to sit in the cabin despite my 198 cm height and the back seat remains the same for me, the instruments are well readable even when the low beam is turned off during the day (naturally burning DRLs), not like on the spectrum, where without illumination it was necessary to peer into all the arrows . There is a lot of useful space in the cabin, at the same time one gets the feeling that everything is at hand. The trunk is certainly something incredible. Climbed everything I thought about and what I could not even think of when I went to her in St. Petersburg. The only thing I got used to for a long time was useful options, you get into the car and you don’t have to do anything except steer. At first there was a feeling that it would not work to get used to, but after making sure that the same light and rain sensors were set up correctly, I relaxed and almost forgot about their switches. In technical terms, I have not yet had time to disappoint, nothing has broken. The only time the sensor of a burned-out DRL lamp jumped out (writes which one to check), the lamp is intact, cleaned the contact and forgot. At the first TO 15000 followed everything in rem. zone, suspension without flaws, the first oil, despite 15 tons, was clearly lighter than after every 10,000 on the spectrum, there were no errors on the computer, there were no smudges anywhere, the oil was changed, filters and that's all. Candles seem to be new, even the pads are 10 percent worn out. It will seem to someone now that I did not exploit it at all, but this judgment is incorrect (see above). The mileage is not so great yet, so if any features appear in operation, I will supplement. In fact, I described only the first impression, but it is just as important when choosing a car as long-term operating conditions. All simple clover.

The world's first 6-speed automatic transmission 09G (Aisin TF-60 / 61SN) - since 2003 it has been used for almost all front-wheel drive VAG models with engines from 1.4 to 2.0 liters. Developed by the Japanese company Aisin on the instructions of VAG, which took over the design and settings of electricians, ECUs and aggregation with the engines of their cars. 09G is designed for torque up to 280 N/m. The first real competitor to manual transmission and DSG, the settings and shifting speed allow you to drive aggressively and close to the limiting moments.

One typical problem with the 09G is the torque converter. It works with a wide "slip mode". The blocking pressure is not supplied by a conventional solenoid valve, but by a PWM solenoid. This mode increases the efficiency, but at the same time accelerates the wear of the torque converter friction lining.

In the summer, as a counter to rapid pad wear, sensors on some vehicles tell the TCM that a critical temperature of 130° has been reached and "slip mode" may be cancelled.

If you maintain cleanliness and t oil in this automatic transmission up to 100 grams, then it will go forever. Change the oil as usual every 60 thousand km (with aggressive driving - even more often). The 09th series is sensitive to the correctly set ATF oil level, which is checked at t = 40 ° ± 5 ° by the level of the overflow pipe in the sump; the filter does not change with an oil change, because To do this, you need to disassemble the automatic transmission.

How does 09G fail?

• The torque converter clutch engages with slipping starting from the 3rd speed, without much waiting for the engine and transmission shaft speeds to equalize. At the same time, it is actively abraded, contaminating the oil with a hard and sticky powder. This aggressive suspension enters the channels of the valve body and solenoids, clogs the spools, and prevents the springs and solenoids from working. In addition, it abrades all sliding surfaces. It is expressed in jerks, delays in turning on and off packages, there is a difference between working in cold and hot oil.
• Plungers and valves wedge and lack oil pressure in one of the packages, leaks and oil overflows form in worn places, the pressure in the clutch packages critically decreases. Which is expressed already in the wear of the clutch frictions and, according to the sensations, the box "does not pull". Repair of the valve body consists in cleaning and replacing critically worn valves and accumulators with repair ones.

PRICES for 09G

09G (TF-61SN) diagnostics: free!
09G (TF-61SN) cap. repair: 10 thousand rubles + s/h.
09G (TF-61SN) torque converter repair: 8-12 thousand rubles. Warranty 6 months
09G (TF-61SN) valve body repair: from 6 thousand rubles. Warranty from 3 months.
09G (TF-61SN) oil change: .
09G (TF-61SN) used (contract): available. Warranty 2 months
09G (TF-61SN) restoration (repair): available. Warranty from 6 months.

* Cash and non-cash payment (LLC), payment by card. Contract work.
** Representative offices and partners in the regions (service, spare parts, etc.)

Work examples

Octavia 1.8TSI 09G missing 4th gear (error 17118).

Octavia 1.6MPI 09G - jolts when shifting gears, errors 00258 17104

Remanufactured Torque Converter 09G

Octavia A5 2011 1.4T 122 HP DSG 7 0AM DQ200 mechatronics replacement. Incoming diagnostics showed a malfunction of the hydraulic part of the mechatronics, as well as sufficient clutch wear. After agreeing with the client, it was decided to repair only the hydraulic part of the mechatronics, and postpone the replacement of the clutch until the summer - with normal diagnostics, it is possible to predict the critical wear of the clutch and say how much more it will drive. They replaced the hydraulic part, poured new oil into the box and made adaptation.

The bearing in the crankshaft fell apart and ate the shaft - it needs to be changed

The 0AM box (partner service from the Skodov club) was received for repair. Troubleshooting revealed a primary shaft eaten by a bearing in the crankshaft, oil leaks from under the seals, as well as a collapsed fork of the second clutch. The box was dismantled, washed - all seals were replaced. The input shaft was replaced (spare parts are available (who needs spare parts - write)), the box is assembled. Changed the clutch forks, the clutch remained native. The box was given for installation.

Octavia A5 1.8 2009 DQ200 0AM - while driving, the wrench on the dashboard flashed (P17BF-001, P17BF-000) Replacing the hydraulic part of the mechatronics.

p.s. Used and remanufactured DQ200 0AM 0CW mechatronics for this and other VAGs are always available. We will reprogram for your car in 5 minutes.

	DQDL on Drive2 https://www.drive2.ru/o/DQDL/
	DQDL on Instagram https://www.instagram.com/dsg_s_tronic/

List of the main problems we solve

• Shocks and jerks when switching. No errors in electronic diagnostics
• Vibrations and shocks at the beginning of the movement. There are no errors in electronic diagnostics.
• Lost reverse gear. When R is turned on, the machine goes into emergency mode, PRNDS is on. According to electronic diagnostics, the error is usually: 19143 P2711 - Invalid data for the gear shift process.
• When you turn on the "D" / "R" mode, clicks are heard from the gearbox and then the car starts moving. According to electronic diagnostics, error: 19143 P2711 - Invalid data for the gear shift process.
• The gearbox goes into emergency mode, PRNDS lights up. When the ignition is turned on / off, the gearbox works fine for a while, then everything is the same. According to electronic diagnostics, errors are usually: 18222 P1814 - Pressure control valve 1 for automatic transmission-N215: open circuit / short circuit to ground 18223 P1815 - Pressure control valve 1 for automatic transmission-N215 short to positive N216: open circuit/short to ground 18228 P1820 - Pressure control valve 2-N216 Short to positive
• Periodically, the checkpoint falls into emergency mode, PRNDS lights up. When the ignition is turned on / off, the gearbox works normally for a while, then everything starts again. According to electronic diagnostics, the following errors: 18115 P1707 - Interference in the operation of the Mechatronic unit, 17252 P0868 - Pressure in the gearbox adaptation to the limit
• After installing a used mechatronics, the gears do not change as they should. Usually there is a tightening when switching.
• After installing used mechatronics, at the start of the movement, the gearbox falls into emergency mode. According to electronic diagnostics, error: 19143 P2711 - Invalid data of the gear shift process

This is not a complete list of problems and errors. If you have any questions, you can call either.

What a German turbo engine is, a Russian tangle of doubts. The Russians perceived the lack of conventional atmospheric engines in the new Octavia with caution, especially since the base cars received a small 1.2 TSI. Someone did not like the image of a car with an engine size “like the Corsa”, someone was afraid to freeze in winter, and most simply did not want a direct injection and supercharged engine. And this is understandable: okay, when there are 180 hp under the hood. and 1.8 TSI, and if we are talking about 105 hp, is it worth fencing the garden?

And now Skoda has returned to the lineup of the 1.6 MPI engine. Just make no mistake - this is not the same 1.6 CFNA engine, what is familiar to us from the models Polo Sedan and Skoda Rapid . This is a brand new motor with index CWVA and a completely new architecture, the production of which will soon be established in Kaluga.

Skoda Octavia III built on a platform mqb, to which "attached" and a completely new line of engines of the family EA211. Several sizes of these motors(1.2TSI, 1.4TSI, 1.8TSI) had little in common with the motors of the family EA111, which were installed in the past Octavia, although the same indexes confused clients. So, motor 1.6 MPI on the modern Octavia also belongs to the new family EA211 , however, it is devoid of supercharging and direct injection. But the rest of the generic features are in place: an aluminum block, an exhaust manifold integrated into the block head, variable valve timing, a timing belt drive. Why didn't you install engine from Polo Sedan? First, he is weak Octavia, second, the platform MQB in principle compatible only with motors of the family EA211. Read more about the differences between the two generations of motors in our material.

In general, I liked the 1.2 TSI engine: it exceeded expectations. Responsive nature and good traction throughout the range, except for the very bottom, allowed the Skoda Octavia to accelerate more vigorously than most of its atmospheric 1.6 competitors. However, they don’t cry about spilled milk ...

But 1.6 MPI is unpretentious in comparison with turbo engines, and if I put my hand on my heart, buying an Octavia, I would definitely prefer it. In addition, the “automatic” engine is equipped with a conventional, hydromechanical, and not the notorious DSG. There is actually only one question - is a 1.6-liter aspirated engine enough for such a large car?

On the test was Octavia with "mechanics". First impressions are rather positive: the engine accelerates the car honestly and even naturally, as if the Octavia is not an overgrown golf class, but some kind of B-classer. There is no striking difference with a turbo engine, and it seemed so strange to me that I started to study the characteristics. In acceleration to 100 km / h, the atmospheric Octava loses only a third of a second to the 1.2 TSI version - 10.6 vs. 10.3 seconds - so the numbers confirm subjective feelings.

Comparison of the characteristics of the Skoda Octavia with different engines

Moderate weight helps acceleration: due to the chassis made of high-strength steels, the base Octavia 1.6 MPI weighs 1225 kg, which is quite good for a car with a length of more than 4.6 m. For comparison, the close-sized Peugeot 408 is 150 kg heavier. In addition, Skoda has an excellent gearbox with a clear shift mechanism and a good selection of numbers.

And yet there are differences. The limits of the motors are close, but to squeeze 100% out of the 1.6 MPI engine, you need to work harder. First of all, the gear lever. Where the 1.2 TSI picked up the car with a twinkle from 2000 rpm, the naturally aspirated engine falls into reverie. If you want to accelerate intensively, do not be lazy to engage in lower gears, keeping the speed in the range of 3000 rpm and above. Sometimes, forgetting to throw off one or two gears, you get a cottony response, because the engine is dozing at 2000 rpm. Fifth gear here is for a leisurely cruise along the highway, and for any active maneuvers you need to work: third, second, third, fourth ...

There is also a difference in efficiency: judging by the passport data, on average, a turbo Octave would save 1 l / 100 km. On the other hand, it is more sensitive to fuel quality, while the 1.6 MPI engine has no problems with Russian gasoline.

We did not try the version with hydromechanics, but there are suspicions that it will turn out to be more sleepy: at least the Polo Sedan with a similar unit drives modestly, and the subjective impression is enhanced by a heavily damped pedal.

But in general the motor is good. Apart from the comparison with the 1.2 TSI, the Octavia 1.6 MPI rides better than many competitors with engines of the same size. In the end, for lovers of dynamics, Skoda offers 1.4 TSI (140 hp), which carries much better than atmospheric 2-liter units, and up to a million rubles, you can buy Octavia 1.8 TSI (180 hp) with dynamics almost like hot hatch. But I am sure that many customers of Octavia 1.6 MPI will like it: after all, pragmatists buy it, and the engine is the same, for family needs

Octavia is one of Andrei Vinnikov's favorite cars. I suspect because of the trunk, in which his equipment modestly fits in one corner.

Otherwise, the 1.6 MPI version is a typical Octavia with spacious rear seats, best-in-class trunk, cool ergonomics and properly tuned controls. They say they reconfigured the rear suspension, and although I don’t dare to compare, I liked the Octavia 1.6 MPI in terms of vibration comfort: it’s sensitive to small things, but it rides the rails with a bang. Definitely one of the best cars in the class.

Why complain? To the price. Let me remind you. It would seem that installing a simpler engine should drop the price, but that was not the case: Octavia 1.6 MPI costs from 644 thousand, and this is without air conditioning and radio. With them, the price will jump to 689 thousand. Not to say that it is insanely expensive, because competitors have grown over the year, but still another price illusion crumbled. Freebies will not. A climate-controlled test car with a multimedia screen, by my calculations, costs almost 800 thousand.

Surely the price increase was played by the exit, which is close to the Octavia in concept, but simpler. In a comparable version, it costs about 567 thousand: it is important for Skoda to separate models into niches so that the Octavia does not distract attention from the novelty.

In this perspective, "Rapid" is almost indistinguishable from "Octavia"

And a comparison immediately suggests itself: is it worth paying more than 100 thousand rubles for an Octavia?

If you prioritize practicality, then they are close. Both are roomy, with good trunks, adequate dynamics and pleasant handling. "Octavia" is slightly larger, which is especially noticeable in the width of the cabin, but there is no abyss between them.

For me, the main difference is comfort. "Octavia" is better in all areas: this concerns the convenience of landing the driver and rear passengers, isolation from the external environment, the subjective feeling of quality and many other trifles. It’s not that Rapid was deliberately uncomfortable, no, by the standards of the class, it’s completely good. But a hundred thousandth increase in cost makes the Octavia a refined car, while the younger brother is still cut down with thoughts of savings. Simply put, the choice between Rapid and Octavia, in addition to the wallet, is determined by the degree of spoilage of the future owner.

Summing up, I will say this: the appearance of an atmospheric engine is a sure step. He did not spoil the concept of the car, but made it "clearer" for the Russian clientele. The hegemony of turbo engines is broken, and for Russia this is good news.