At the beginning of June 2015, the Czech automobile company Skoda began to produce Skoda Rapid in Russia with a new 1.6-liter gasoline engine. It is already familiar to many from the OCTAVIA and YETI models, but has significant differences. Atmospheric engines with a volume of 1.6 liters are a classic of the genre. And, it would seem, after the carburetor was replaced with injection, there is nothing more to invent. But SKODA proves that the pursuit of excellence is a never ending process.
From the very beginning
The development of a new motor is a very costly business: the bill goes to many millions of euros. For this reason, it is not uncommon for different car companies to team up to make one motor for shared use. At the same time, atmospheric engines are not very interesting to European buyers now: in terms of fuel consumption, they cannot compete with modern turbo engines, and today this is almost a death sentence. For this reason, atmospheric engines for budget cars, popular in Russia and a number of other countries, are more often modernized than radically changed.What led SKODA to create a new naturally aspirated engine when the old one was not bad? The answer sounds surprising: the introduction of a new MQB platform, which is mainly designed for the use of turbo engines. Completely confused? It's a matter of approach.
The MQB platform is a set of some universal solutions for creating cars of different brands that are part of the Volkswagen concern. These solutions concern bodies and suspension, transmission units and security systems, radio navigation devices and, of course, engines. This approach is economically beneficial for both the concern and consumers: it is better to combine efforts and funds to develop one very good motor that will be used on ten different models than to make several average engines from an engineering point of view.
For cars on the MQB platform (the new Octavia, in particular), a line of new turbocharged engines, diesel and gasoline, was developed. But the principle of "universal bricks" was applied here as well. Which of the engines of this line do not take, they will definitely have common features. For example, there will be exactly four valves per cylinder. The cylinder block will be cast from aluminum alloy. The camshafts are rotated by a toothed belt. But the exhaust manifold is not visible from the outside at all: it is built into the cylinder head. And so it was possible, without spending extra money, to create a 1.6-liter atmospheric engine that meets all modern requirements: it was not invented from scratch, but with an arsenal of ready-made solutions in stock.
To begin with, a new engine was offered in Russia for the new SKODA Octavia, then for the SKODA Yeti, now the turn of the SKODA Rapid has come. It is worth noting: the motor in question, 1.6 MPI of the EA211 series, was developed and brought to a serial model by SKODA engineers in the Czech Republic, and is used on cars of different brands that are part of the concern.
Motor specifications
The 1.6 MPI is an inline four-cylinder, 16-valve engine with a displacement of 1598 cc. cm, equipped with a system of distributed fuel injection. It has little in common with the previous motors with the same name (but the EA111 series), leading their pedigree since the 1990s. In fact, they are united by the working volume, the distance between the axes of the cylinders (82 mm) and distributed fuel injection into the intake manifold. The developers made a simple but elegant design. For example, a cylinder block. It is designed according to the principle of Open Deck. That is, the cylinders are connected to the block itself only in its lower part, and from the sides they are freely washed with antifreeze. The absence of unnecessary jumpers has a beneficial effect on the cooling of the cylinders, the problem of cavitation is eliminated, that is, the formation of harmful air bubbles that lead to the slow destruction of the surfaces washed by the coolant (by the way, the noise of the kettle when heated is explained by the phenomenon of cavitation).
Uniform cooling of the cylinders also helps to reduce oil consumption for waste. With uneven cooling of the cylinder walls, microdeformations occur, due to which the rings do not fit snugly against the walls along the entire circumference, and oil enters the combustion chamber. If there is no deformation, then the oil burns less.
The block on EA211 engines is cast from an aluminum alloy, and the cylinders form liners from durable gray cast iron. A motor with sleeves is not the cheapest, but a very good solution from an engineering point of view. Cast iron is a wear-resistant material that conducts heat well. In addition, due to the highly rough outer surface (the one that is washed with antifreeze from all sides), heat transfer becomes even more efficient, since the contact area of \u200b\u200bthe walls of the sleeve with the coolant increases.
If you twist the aluminum piston of the new motor in your hands, you will notice how simple its shape is. Its bottom is flat, only recesses for valves. Previously, pistons had a much more complex shape. Step back? Not at all. A flat piston is lighter than a “curly” one, which makes the motor more dynamic. Why couldn't they make such simple pistons before? Yes, because behind the simplicity of this are years of research. They did not know before how to achieve optimal distribution of the fuel mixture in the combustion chamber with a flat piston crown.
The aluminum cylinder head, as mentioned above, on MQB engines has an integrated exhaust manifold. The exhaust manifold is usually on the outside and is notorious for getting very hot within seconds of starting the engine. Touching it threatens severe burns. It is understandable: hot gases enter the collector immediately from the combustion chamber. The concern's engineers decided to take advantage of this property of the manifold and hid it in the cylinder head. Now hot gases warm up the engine, and it quickly reaches operating temperature. A warm engine has a greater return than a cold one, consumes less fuel and, importantly in winter, provides heat to the interior faster. In addition, this design is lighter than the traditional one. Yes, only two kilograms, but the totality of such measures has led to the fact that the new engine is one third lighter than the previous one.
Separate cooling
The camshaft housing is mounted on top of the cylinder head. It is also made from aluminium. The shafts run on new radial ball bearings: frictional losses are reduced and so is fuel consumption.Valves have also changed: they have become lighter, and in order to reduce friction losses, they are driven by means of roller rocker arms with hydraulic compensators, and not directly from camshafts. Moreover, on all EA211 motors without exception, phase control on the intake side is also used. Previously, such a solution was found only on expensive multi-cylinder engines. We will not dwell on this technology in detail, but we recall: it helps to increase engine output in a wide range of revolutions. Indeed, in a good way, for each operating mode, it is necessary to select a specific opening time for the intake valves. For example, at low speeds it is desirable to cover them early, at high speeds, on the contrary, later. Without a phase change system, this cannot be achieved.
Even such a seemingly simple detail as the intake manifold has undergone refinement. Engineers have optimized the location and configuration of the channels so that the air flow meets the least resistance. And special resonator chambers made it possible to reduce flow fluctuations and, as a result, reduce noise during motor operation.
The cooling system has also been optimized. In a new engine, antifreeze circulates in the engine through two independent circuits: the cylinder block and its head. Ask why such difficulties? Everything is explained very easily. The more perfect the motor, the less it produces excess heat. On the one hand, it's good. On the other hand, it takes longer to reach the operating temperature and generates less heat for the stove. An exhaust manifold integrated into the cylinder head and a dual-circuit cooling system allow this feature of modern engines to be leveled.
The scheme works like this: until the engine warms up to 80 degrees, the antifreeze does not leave the motor at all. Only after this milestone, the first thermostat opens, connecting the circuit of the block head with the pump and expansion tank. As a result, the combustion chambers receive enhanced cooling, the filling of the cylinders improves, and the likelihood of detonation decreases. At the same time, the cylinder block circuit still remains isolated from the general system - it needs to gain temperature in order to reduce friction in the crank mechanism. And only when the sensors fix 105 degrees in this zone, the second thermostat will work, the cooling system will go into a large circle and connect to the radiator. In fact, everything happens very quickly: the temperature arrow moves right before our eyes.
Perhaps some decisions "traditionalists" will seem strange. For example, it is believed that the chain in the timing drive is more reliable than the belt. It used to be so. The fiberglass reinforced belt on the new 1.6 MPI motor is designed for the entire life of the engine, but, unlike the chain, it does not stretch and is less noisy.
Of course, a skeptic will notice that if we compare the characteristics of the old and new engines, then the difference seems to be negligible. The “four” of 1.6 liters turns out to be five “horses” more powerful (110 forces versus 105 before), having a slightly higher maximum torque of 155 Nm (previously - 153 Nm). Isn't the “output” too small for such an extensive list of technical changes? To answer this question, it is best to look at the section that describes the efficiency of the car. And here we find that with the old Rapid engine with a 1.6 MPI engine and a manual transmission in the urban cycle, it consumed 8.9 l / 100 km, and with the new one - 7.9 l / 100 km. With the new automatic transmission, the difference in the city is even more noticeable: the savings are about two liters from a hundred.
The 1.6 MPI motor of the EA211 series is also supplied in a derated version. Along with the 110-horsepower version, Rapida customers are offered a “lightweight” version - in terms of output, not design - version: its power is reduced to 90 horsepower, and the amount of torque is the same as on a 110-horsepower engine, that is, 155 Nm . You can save on the price of the car, and on insurance, and on paying the annual transport tax.
As you know, it is not customary to change horses at the crossing. HoweverSkoda decided - after many months of salesYetiandOctavialost technological turbo engine 1.2TSI. Instead, the Czechs again returned to us the "aspirated" 1.6. Why was this castling, we understand together with the basicSkoda Octavia 1.6 MPI.
The answer to a seemingly simple question eventually turned into almost an entire investigation! It turned out that one Octavia test with a new engine and a consultation with a sales manager is fundamentally not enough. I had to connect the owners of Skoda with a 1.2TSI engine and the service and warranty department of the dealership. Why was the last one needed? Everything is simple. Most of all suspicions about replacing engines fell on the unreliability of the 1.2TSI power unit. Like, it was too fragile, so they changed it to 1.6. As it turned out, everything is far from being so obvious.
The fact is that Skoda has two completely different 1.2TSI engines. The first, chain - the one that was installed on the Skoda Yeti, really turned out to be a rather capricious unit, often asking questions to its owners. To a greater extent, on the crossover, it was for this reason that it was replaced. However, a completely different 1.2TSI engine was installed on the new Skoda Octavia, which differs not only in the timing belt drive, but also structurally has a lot of differences with the Yeti engine. Moreover, through our own channels, we managed to find out that technical and warranty complaints have not yet been identified either on the turbine or on other parts of the Skoda Octavia 1.2TSI belt motor. Single calls were recorded.
Suspicions related to the fact that the low-volume turbo engine did not warm up well were not confirmed, which is why the owners and passengers in the cabin froze in winter. It turned out that the engine exhaust system redesigned on Octavia, and in particular, the exhaust manifold, had long resolved this problem.
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Considering that the base Octavia turbo engine fully satisfied the needs of the owners in terms of its characteristics, the question “why did they change it” only intensified. It turned out that Skoda's marketing research was to blame. And to be more precise - extremely conservative preferences of regional consumers.
If in the largest cities of our country new technologies are treated more or less condescendingly, then in the regions, buyers prefer proven and familiar solutions. This is where the Czechs got caught. After the phrase of the seller of the Skoda car dealership that the car will have a TSAI turbo engine with a DeEsGe preselective robotic transmission and the latest generation ESPI system, the buyer got up and went to the brand, where they said clearly and habitually "1.6 automatic". And now the same can be said in the salons of Skoda.
True, the six-speed “automatic” is of less interest to us now, since Octavia inherited it from previous models. But the 1.6 MPI engine, contrary to many opinions and rumors, is completely new on the car. This 110 horsepower belt motor has nothing to do with the 1.6 (105 hp) CFNA series engine installed on the Polo Sedan or Skoda Rapid. In terms of its design features, the new 1.6 MPI engine is, in fact, an engine of the TSI family, only without a turbine and direct injection. It is he who will now become the most affordable power unit for the Octavia.
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The previous MPI motor left behind a memory in the form of an extremely unpretentious, but very noisy and not the most efficient power unit. A kind of unsightly "workhorse", which was supposed not to drive, but to pull, and always and in any weather. This image was quite suitable for the first Octavia Tour, and the current Polo Sedan and even the new Rapid. But the new Octavia, which has noticeably flourished during its existence, ennobled and even managed to climb into the D-class with one foot, the motor would spoil the reputation.
So let's go. The first suspicions about noise are dispelled literally from the start. Skoda begins its journey quietly and naturally. There is no obsessive metallic buzz, characteristic of the predecessor, up to 4000 rpm. After the motor, of course, shows a "voice", but this is more of a signal that it's time to shift gears.
By the way, in terms of performance, the engine remained true to tradition - the engine is most efficient in the middle rev range, which is very convenient for everyday city driving. For a more active start, the accelerator has to be pushed a little harder, starting the movement of thousands from two to two and a half thousand revolutions, and there is no point in twisting it to the cutoff - peak thrust is reached at 3800 rpm. As a result, maintaining the tachometer needle in the indicated range, with active work with the manual gearbox lever, it is possible to quite confidently keep any urban pace.
It is a pleasure to wield the "mechanics" of Skoda - the lever literally jumps into the gear grooves by itself. With such a clear and easy box, you begin to doubt the need for an “automatic”.
On the track it's a little more difficult. Of course, Skoda Octavia 1.6 gains its cruising 100 km / h easily. Yes, and 140 km / h for her, in general, is not a problem. You just need to immediately tune in that the speed increase will not occur very intensively. And overtaking within these speeds is given to Skoda exclusively by the move.
Pleased with the motor and moderate appetite. During the test day in a mixed driving cycle, we managed to meet 9 liters per 100 km.
Is there a big difference with the 1.2 TSI engine? By and large, the new “aspirated” clearly loses only in elasticity - the turbo engine pulled confidently and easily from the bottom, allowing Skoda to be faster at low speeds. But the new engine is practically devoid of a pronounced pickup. In all other respects, the motors are very similar - both in acceleration to 100 km / h, and in reaching maximum speed. From the point of view of choosing the basic version of the model, the motor will not surprise with its capabilities, but it will not disappoint either.
In addition, the atmospheric unit has operational advantages. The 1.6 MPI engine is technically simpler, and therefore cheaper to maintain. It is not so picky about the quality of fuel. In addition, only for this engine you can choose a classic hydromechanical “automatic”, and not a preselective DSG robot, which many are afraid of. For our buyer, all these are very important parameters, the appearance of which promises a strategic win for the Skoda Octavia 1.6 MPI.
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Otherwise, this car is still the dream of a caring family man. The salon may not strike with a flight of design fantasy, but it is incredibly comfortable and very spacious for all the inhabitants. The quality of the finish and the feeling of quality factor in every, even the smallest detail. Even a modest head unit outperforms many more expensive rivals in terms of sound quality.
Already a "chip"Skoda a regular glass scraper hidden in the gas tank cap. And you can also order a regular trash can for the side door or a double-sided rubber-pile mat in the trunk. By the number of incredibly pragmatic decisions Skodaahead of the planet.
The door pockets are upholstered with pile, even on a small display, the parking sensors display parking zones in detail, all the necessary additional benefits are visual and always at hand, cup holders adjustable in size in the rear armrest, and, of course, a large hole in the trunk. And after all, this is almost a basic version, in which only a few additional options have been added.
The trunk itself is what we are used to seeing in Skoda - that is, huge. Of course, with a 12-volt outlet, a roomy additional compartment and a full-size spare.
What is the result?
With the replacement of the Skoda Octavia 1.6 engine, MPI has not lost the main thing - harmony. The transition to the classic scheme of the aggregate pair did not become a step back for Octavia. This is still a very comfortable family car in every sense, with which only the temperamental father of the family will enter into dissonance. This is better to look towards turbo versions. The rest is to enjoy the incredible functionality of the Czech car, pushing the dynamic performance into the background.
The editors of the magazine "Engine" expresses gratitude to the company "AutoPremium" - the official dealer of Skoda in St. Petersburg for the provided car.
Skoda Octavia
The 1.6 MPI engine, released in 2014, is a new unit of the EA211 family, which also includes turbo engines, but I will talk specifically about the CWVA aspirated engine, which is installed on many VAG cars. In particular, these are VW Polo, Jetta, Golf MK7, Skoda Octavia, Rapid, Yeti.
This aspirated engine in the Russian market replaced the 1.2 TSI turbocharged engine, which is demanding on fuel quality and has problems with a stretching timing chain. And he also played the fact that in Russia they do not like engines with a very small volume, and they prefer aspirated engines, or turbos, with a volume of at least 1.4 liters.
In Europe, by the way, VAG cars are not equipped with such an engine, since almost all of them are turbocharged.
Our 1.6 MPI engine is a four-cylinder, 16-valve, timing belt engine. By the way, on the EA111 family, including the 1.2 TSI, there was a timing chain. Here, the engineers not only replaced the chain with a belt, but also connected the exhaust manifold to the head of the block - it turned out to be a single whole. The Germans simplified the design as much as possible in order to increase efficiency and reduce costs, given that the currency has also risen now, and in order for sales not to fall, it is necessary to optimize costs.
According to the regulations, the timing belt on this engine runs 120,000 km. However, due to the relatively recent release of the internal combustion engine, no one has yet verified this. But I advise you to check its work every 60,000 km or even earlier in order to avoid misunderstandings.
The main problems, disadvantages of this unit are so far in the “zhora” of oil and leaks in the timing belt area. If the first problem is the most common, then the second is extremely rare, but dealers still fix it under warranty. In particular, one of the owners of the Yeti noticed a similar leak, reacted in time by contacting the dealer. The result is a leak from the camshaft seals. Replaced seals under warranty.
Zhor oil at 1.6 MPI CWVA is very common. Moreover, the dealers themselves say that before the break-in, this is a completely normal story. For example, 0.2-0.4 liters of oil can go per 1000 kilometers, which is a lot. Then, as they say, the maslozhor disappears, however, the owners insist that you still have to add oil.
One experiment was carried out during which one of the owners of Rapid with such an internal combustion engine managed to “kill” the oil eater. Previously, as the dealers said, he filled in the recommended Castrol EDGE 5w30 504/507 engine oil. Then I tried to change it to another - Liqui Moly Synthoil High Tech 5W-30, as a result of which the problem was solved. Perhaps this is an isolated case, and you have not had and will not have this, but the fact remains.
Compared to the 1.2 TSI engine, this aspirated is less technologically advanced and has less traction, however, buyers are more relaxed about it due to the lack of a turbine and timing chain.
As for the resource, it will quietly travel 250-300 thousand kilometers and even more without major repairs, provided that the owner closely monitors the oil level and changes it during it, and also change other consumables. And fill in high-quality gasoline - AI-95 is recommended, but 92nd is also possible.
Engines BSE BFQ BSF 1.6 l.
Characteristics of EA113 engines
| Production | Volkswagen |
| Engine brand | EA113 |
| Release years | 2002-2015 |
| Block material | aluminum |
| Supply system | injector |
| Type of | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 2 |
| Piston stroke, mm | 77.4 |
| Cylinder diameter, mm | 81 |
| Compression ratio | 10.5 |
| Engine volume, cc | 1595 |
| Engine power, hp / rpm | 102/5600 |
| Torque, Nm/rpm | 148/3800 |
| Fuel | 95 |
| Environmental regulations | Euro 4 Euro 5 (since 2008) |
| Engine weight, kg | - |
| Fuel consumption, l/100 km (for Golf 5) - city - track - mixed. |
9.9 6.1 7.4 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 0W-30 0W-40 5W-30 5W-40 |
| How much oil is in the engine, l | 4.0 |
| Oil change is carried out, km | 15000 (preferably 7500) |
| Operating temperature of the engine, hail. | - |
| Engine resource, thousand km - according to the plant - on practice |
- 400+ |
| Tuning, HP - potential - no loss of resource |
- n.a. |
| The engine was installed | VW Caddy VW Golf 5 VW Bora/Jetta VW Passat Skoda Octavia Audi A3 VW Touran SEAT Altea SEAT Ibiza SEAT Leon SEAT Toledo |
Reliability, problems and repair of engines BSE BFQ BSF
The BFQ motor began to be produced in 2002, and it was a development of AVU. It used an aluminum cylinder block with cast-iron liners, a cylinder diameter of 81 mm, a crankshaft with a piston stroke of 77.4 mm and a piston height of 29.7 mm was installed inside the block.
On top of the block is an aluminum 8-valve head with a single camshaft. The size of the inlet valves is 39.5 mm, the exhaust valves are 32.9 mm, the diameter of the valve stem is 6 mm. The camshaft rotates with the help of a timing belt, and the service life of this belt is 90 thousand km.
The intake has a variable geometry manifold.
This is a regular VW 1.6 MPI with multiport fuel injection and a Simos 3.3 control unit. It complies with the Euro 4 environmental class.
In 2004, they began to produce the next version of this engine - BSE, which was distinguished by the absence of an EGR valve and a Simos 7.1 control unit.
Together with BSE, they produced the BSF engine, which was distinguished by less stringent environmental standards (Euro-2).
In 2007, Volkswagen launched the CCSA engine, which is designed to run on the E85.
In 2008, they began to transfer all these engines to the Euro-5 environmental class.
These VW 1.6 MPi engines share common roots with 1.8 liter AGN, ANN, ADR and 2 liter ADY, AGG, AQY and other engines.
The release of these 8-valve engines continued until 2015, but since 2010 they have been replaced by 1.2 TSI.
Disadvantages and problems of engines EA113
1. Zhor oil. You need to disassemble the motor and check the condition as a whole, most likely you have a huge mileage, the rings are stuck and you need a major overhaul. It will not be possible to get by with decarbonization, you need to do it well once and for a long time.
2. Shaking, vibration at idle. Increasing idle speed may help. The second reason for this may be air leaks, you need to remove the intake manifold, replace the gaskets and put everything in your mind.
In general, BSE, BFQ, BSF and BGU are low-power, but very simple and reliable motors, with normal maintenance and regular oil changes, they will travel 400-500 thousand km and even more without problems.
Engine number
Look for it at the junction of the motor and gearbox.
Engine tuning BSE BFQ BSF
These motors were created for a leisurely ride around the city and no sport was implied when they were created. Nevertheless, aggressive firmware can be uploaded here and get 110 or even up to 115 hp. But this is not even done for power, but to remove the excessive dullness of the motor.
It was equipped with several options for power plants, among which were both atmospheric and turbocharged engines. The modification with a 1.6-liter "aspirated" BSE with a capacity of 102 hp was very popular. This motor, which has received a lot of positive feedback, is considered one of the most reliable and trouble-free in the line of Volkswagen units.
The start of production of 1.6 MPI engines with the BSE index dates back to 2005. The engine was developed on the basis of a 1.6-liter petrol "four" BGU. In principle, both of these engines have a similar device, which is a development of an even older line of engines, which includes, for example, a unit with the ADP index. But, in general, all these power plants belong to the EA827 family, which has been leading its history since 1972.
Design features and characteristics of the 1.6 MPI BSE engine
The key to the reliability of BSE engines is a simple, time-tested design. The base is an aluminum cylinder block with cast iron liners. Cylinder diameter - 81 mm, piston stroke - 77.4 mm, compression ratio of the working mixture - 10.5: 1. Multi-point distributed injection, Simos 7 control system. Fuel is supplied through nozzles to a plastic intake manifold with variable geometry. The amount of air required for the mixture is calculated based on the readings of the absolute pressure sensor (MAP sensor). The gas distribution mechanism has eight valves, two for each cylinder. Valve clearance adjustment is not required, as hydraulic compensators solve this problem. The neutralization of exhaust gases is carried out using a catalyst, before and after which there are lambda probes. An additional air supply pump is integrated into the exhaust system to help warm up the catalytic converter faster.
The 1.6 BSE motor maintenance schedule includes a standard set of events for engines. The frequency of routine maintenance is the same as for other Skoda Octavia A5 power units. The engine oil is changed every 15,000 km (in severe operating conditions, preferably more often), the spark plugs are replaced every 60,000 km, the timing belt is replaced every 120,000 km (check every 30,000 km). It is necessary to monitor the condition of the timing belt in strict accordance with the regulations, since if it breaks, the valves bend, which threatens with expensive repairs.
Technical characteristics of the engine 1.6 MPI 102 hp (BSE index):
| Engine | 1.6 MPI 102 hp |
|---|---|
| Engine code | BSE |
| engine's type | petrol |
| Injection type | distributed |
| Supercharging | No |
| Block material | aluminum |
| Engine location | front, transverse |
| Cylinder arrangement | row |
| Number of cylinders | 4 |
| Number of valves | 8 |
| Working volume, cu. cm. | 1595 |
| Compression ratio | 10.5:1 |
| Cylinder diameter, mm | 81.0 |
| Piston stroke, mm | 77.4 |
| How the cylinders work | 1-3-4-2 |
| Power (at rpm), hp | 102 (5600) |
| Maximum torque (at rpm), N*m | 148 (3800) |
| Environmental class | Euro 4 |
| Fuel | Gasoline with an octane rating of at least 91 |
| injection system | Simos 7 |
| Automatic valve clearance adjustment | Yes |
| Catalyst | Yes |
| Lambda probe | 2 probes |
| Exhaust Gas Recirculation | No |
| Changing the geometry of the intake manifold | Yes |
| Secondary air supply system | Yes |
| Changing the valve timing | yes (inlet) |
| Engine oil volume, liters | 4.5 |
| Estimated engine life, thousand km | 250-300 |
Specifications Skoda Octavia A5 1.6 MPI
With all the advantages of the 102-horsepower 1.6 MPI, it is obvious that the owner of the Octavia can only count on a calm, measured ride with him. The traction characteristics of the engine are barely enough to give a more or less acceptable acceleration to a 1.3-ton car. If the model is equipped with a 5-speed manual, acceleration to 100 km / h takes 12.3 seconds, the modification with a 6-band "automatic" is even slower - 14.1 seconds. If in the urban crowd such dynamics is quite enough for successful maneuvering, then when driving on a suburban highway with one lane in each direction, the moment for overtaking must be chosen very carefully.
Chip tuning can add a little agility to the car, but it will not give a significant increase. At best, the increase in power and torque will be 5-10%, which is almost not noticeable. In addition, it is not known how manipulations with the control unit will affect the engine resource. But with factory settings and with timely maintenance, the motor is able to “walk” 250-300 thousand km.
Detailed specifications of Skoda Octavia A5 with 1.6 MPI 102 hp engine:
| Modification | Skoda Octavia A5 1.6 MPI 102 HP liftback | Skoda Octavia A5 1.6 MPI 102 hp station wagon |
|---|---|---|
| Engine | ||
| engine's type | petrol | |
| Engine location | front, transverse | |
| Working volume, cu. cm. | 1595 | |
| Number of cylinders | 4 | |
| Cylinder arrangement | row | |
| Power, hp (at rpm) | 102 (5600) | |
| Maximum torque, N*m (at rpm) | 148 (3800) | |
| Transmission | ||
| Manual transmission (manual transmission) | 5 speed | |
| Automatic transmission (automatic transmission) | 6 speed | |
| Drive unit | front | |
| Suspension | ||
| Front suspension | independent, MacPherson type with anti-roll bar | |
| Rear suspension | independent, multi-link | |
| brakes | ||
| Front brakes | disc ventilated | |
| Rear brakes | disk | |
| Dimensions | ||
| Length, mm | 4569 | |
| Width, mm | 1769 | |
| Height, mm | 1462 | 1468 |
| Wheel base, mm | 2578 | |
| Front wheel track, mm | 1541 | |
| Rear wheel track, mm | 1514 | |
| Front overhang length, mm | 915 | |
| Rear overhang length, mm | 1076 | |
| Clearance, mm | 164 | |
| Trunk volume, l | 585 | 605 |
| Weight characteristics | ||
| Curb weight, kg | 1280 (1315) | 1295 (1330) |
| Gross weight, kg | 1880 (1915) | 1895 (1930) |
| Fuel performance | ||
| Fuel consumption in the urban cycle, l. per 100 km | 10.0 (11.2) | |
| Fuel consumption in extra-urban cycle, l. per 100 km | 5.8 (6.1) | |
| Fuel consumption in the combined cycle, l. per 100 km | 7.4 (7.9) | |
| Fuel | ||
| Tank volume, l | ||
| Speed indicators | ||
| Maximum speed, km/h | 190 (184) | 188 (184) |
| Acceleration time to 100 km/h, s | 12.3 (14.1) | 12.4 (14.2) |
Note: data in brackets are for modifications with automatic transmission.
BSE engine maintenance supplies
In conclusion, here is a list of spare parts for maintenance of the 1.6 MPI (BSE) engine:
- Oil filter - 06A115561B;
- Air filter element - 1F0129620;
- Toothed timing belt - 06A109119C;
- Fuel filter - 6Q0201051C;
- Spark plug - 101000033AA.
