Engine/Gearbox Combinations

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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 system

Simos 3PB Simos 3PB Simos 3PA

Emission standard ARV/EU2

ATY/D4; EU4

EU2 D4

EU4

Transmission 002 (with technical improvements)

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_08

SP32_07 SP32_08

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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 4LV Magneti Marelli 4LV SDI TDI

EU4 EU4 EU3 EU3

SP32_22

SP32_22 SP32_24

SP32_06

SP32_99

Gearbox 02T

(a new development for engine torques up to 200 Nm)

Gearbox 02R

(the familiar gearbox 02J, matched to the FABIA for engine torques up to 250 Nm)

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Engines

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.

1.0-ltr. engine (37 kW) ARV/ATY

SP32_07

SP32_17

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,

lambda control Emission standard: ARV/EU2

ATY/D4; EU4

Fuel: Unleaded petrol 95

RON (91 possible, with reduced output) n (1/min)

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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.

1.4-ltr. engine (50 kW) AME/ATZ

SP32_08

SP32_18

– Simos 3PB/3PA multipoint fuel injection – Rotorless high-voltage distribution – Sequential fuel injection

Technical data

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

Emission standard: AME/EU2; ATZ/D4; EU4

RON (91 possible, with reduced output) n (1/min)

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1.4-ltr. engine (55 kW) AUA

Engines

A representative of the new engine

generation, new engineering combined with lightweight construction.

– 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_19

– Magneti Marelli 4LV multipoint fuel injection

– Sequential fuel injection

– Rotorless high-voltage distribution

Technical data

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 recirculation Emission standard: EU4

RON (91 possible, with reduced output)

SP32_22

n (1/min)

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– 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.

1.4-ltr. engine (74 kW) AUB

SP32_20

– Magneti Marelli 4LV multipoint fuel injection

– Sequential fuel injection

– Rotorless high-voltage distribution

Technical data

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

RON (95 possible, with reduced output)

SP32_22

n (1/min)

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Engines

– 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 – Camshaft and distributor injection pump

driven by toothed belt

1.9-ltr. engine (47 kW) ASY

SP32_21

– Injection hydraulics with electronic diesel control EDC 15

– Bosch distributor injection pump – Electric accelerator pedal control

Technical data

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. oxidation catalytic converter

Emission standard: EU3

Fuel: Diesel, min. CN 49

PME, min. CN 48 n (1/min)

1000 2000 3000 4000 5000 6000

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– 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

You can find further information in SSP 36.

1.9-ltr. engine (74 kW) ATD

SP32_100

– Electronic Diesel Control – Bosch EDC 15P

– Pump-nozzle fuel injection

Technical data

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

SP32_99

n (1/min)

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R1 2

3 4 5

Gearbox 02T

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

Selecting and shifting based on the standard shift pattern

Gearboxes

New!

– 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

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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.

The speedometer sensor takes the place of the speedometer shaft at the gearbox.

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. Speedometer sender G22 Reference marks at differential housing New! SP32_101 SP32_23

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Gearboxes

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.

– 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 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.

Gearbox 002

SP32_05 Shift cover Shift shaft Selecting Shifting R1 2 3 4 5 SP32_112

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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 Pendulum support SP32_27 Selecting Shifting

2 R

1

3

5

4 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.

SP32_26

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Fuel System

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.

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.

Expansion tank (operating vent,

refuelling vent)

Fuel delivery unit

Fuel filter with pressure regulator

Fuel filler neck Activated charcoal filter

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M

Fuel tank vent system

Vent valve

SP32_45

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.

Cap

Activated charcoal filter

Unleaded petrol flap

Vent line

Refuelling vent tank

Operating vent tank

Return-flow line, blue Feed line, black

Fuel filter

to engine to engine

Gravity valve

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 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.

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Fuel System

New!

SP32_31

SP32_32

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.

Fuel filter with pressure regulating

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 the injectors.

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.

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 reduced.

The fuel flowing back is not filtered. The service life of the filter is extended.

Spring chamber Return flow to fuel tank Regulating valve Filter chamber to engine Feed from fuel pump