ŠKODA is enlarging its range of petrol engines in the

OCTAVIA with a new 1.4-ltr. OHV engine.

This compact and lightweight engine is a ŠKODA

development and is based on tried-and-tested
components of the 1.3-ltr. light-alloy engine.
The engine is classified as conforming with the EU II
emission standard.

SP15_02

SP27_18

You can find out more regarding design and operation of this
new engine in this Self Study Programme.

2
 Contents

Part I – 1.4-ltr./44 kW Engine

Summary of New Features 4
The technical data 4
The engine characteristics 5

Mechanical Components 6
Valve gear 6
Valve timing 8
Crankshaft 8
Crankshaft bearings 9

Survey of Systems 10
Simos 3PB engine management 10
Engine speed sensor G28 14
Camshaft position sensor G163 15
Simos 3PB system function 16
Fuel injection 17

Electronic Throttle Function 18

Electrically operated throttle flap 18
Accelerator pedal 19
Self-diagnosis/emergency running to accelerator pedal 20
Throttle flap control unit 21
Function positions of throttle flap control unit 22
Basic setting of throttle flap control unit 23
Self-diagnosis/emergency running to throttle flap control unit 24
Fault lamp for electronic throttle 25
Sensors 26

Function Diagram 31

Part II – 5-Speed Manual Gearbox 002

Technical Data 34
Technical features 34
Gearbox diagram 35
Engine/Gearbox Mounting 36
Engine mount 36
Gearbox mount 37
Pendulum support 37
Clutch Mechanism 38

External Shift 39
Final Drive/Speedometer Drive 42

Service 43

Service Service Service Service Service Service Service Service

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OCTAVIA OCTAVIA OCTAVIA
OCTAVIA OCTAVIA OCTAVIA OCTAVIA

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XXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX
XXXXXXXX XXXXXXXX XXXXXXXX XXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX
XXXXXXXX XXXXXXXX

You will find notes on inspection and maintenance,

setting and repair instructions in the Workshop
Manual.

3
Summary of New Features

The technical data

New!

SP27_61

Code letter: AMD The basic design of the 1.4-ltr. engine is

Petrol engine derived from the tried-and-tested 1.3-ltr. light-
Type: 4-cylinder in-line engine alloy engine fitted to the FELICIA.
Displacement: 1397 cm3
Bore: 75.5 mm – Cross-flow cylinder head with 2 valves for
Stroke: 78 mm each cylinder.
Compression ratio: 10.0 : 1
Rated output: 44 kW (60 HP) – Bottom-mounted camshaft driven by a
at 4500 rpm duplex roller chain.
Max. torque: 120 Nm at 2500 rpm
Engine management: Simos 3PB – Valves driven by tappets, tappet rods and
(electronically rocker arms.
controlled sequential
fuel injection and fully – Replaceable cylinder liners, cooled directly
mapped ignition with by coolant.
cylinder-selective knock
control) – Crankshaft mounted in 3 bearings.
Valves per cylinder: 2
Emission control: Lambda control, – Oil pump driven by camshaft.
1 catalytic converter
Emission standard: Complies with EU II
Fuel: 95 RON unleaded Note:
The engine can also be operated with
91 RON unleaded fuel although this
results in torque and power losses as
a result of the knock control.

4
The engine characteristics
New!

1000 2000 3000 4000 5000 6000

n (1/min) SP27_17

The technical highlights

– The displacement has been increased as a The stiffness of the crankshaft mounting in
result of enlarging the stroke to 78 mm the housing is enhanced by combining the
while maintaining the original bore of bearing caps in a ladder frame (bearing
75.5 mm. unit).

– The valve tappets of the valve gear have The oscillating masses of the crank gear
been replaced by hydraulic valve tappets have been reduced by opting for a smaller
which ensure automatic compensation of size of piston pins (Ø 17 mm) and lighter
the valve clearance. This makes it possible weight pistons.
to eliminate the setting of the valve
clearance as part of the service interval. The stiffness of the crankcase has also
At the same time, a reduction in valve gear been enhanced by new type of ribbing.
noise has been achieved.
The flexural stiffness of the engine-gear-
– The following measures have been box connection has been enhanced by a
implemented with the aim of reducing new stiffening to the oil pan flange.
vibrations and improving the noise
characteristics: – The Simos 3PB system with sequential fuel
injection and electronic throttle flap control
Forged crankshaft with eight balancing (electronic throttle) has been used for the
weights for achieving optimal mass first time as the engine management
balance. system in a ŠKODA engine.

5
Mechanical Components

Valve gear
New!

Rocker arm
Rocker arm adjusting
bolt

Tappet rod

Oil feed from engine

oil circuit

Hydraulic tappet
(tappet for hydraulic valve
clearance compensation)

Camshaft 203/3.3

The valves of the 1.3-ltr. engine are driven by After replacing parts of the valve gear, a basic
the bottom-mounted camshaft through tappet setting of the hydraulic tappet should be
rods. performed.

Valve clearance compensation is achieved by This is done by means of the rocker arm
the hydraulic system in the tappet, while adjusting bolt. Please refer to the Workshop
incorporating the engine oil pressure. Manual OCTAVIA, 1.4-ltr./44 kW Engine for
further information on this step.

Advantage
Note:
The valve clearance remains constant during For repair work, always stop the
the entire engine operating life, which has a tappets in the installed position in
positive impact in reducing exhaust emissions. order to retain the oil supply.

It is not necessary to re-set the valve clearance Scrupulous cleanliness is essential for
during service work. all work.

6
 New!

Tappet casing
Tappet rod
Annular spring
Vent drilling
Tappet plunger
Oil feed
Leak gap
Oil groove running all round

High-pressure chamber Oil chamber

Piston spring Ball valve with

valve spring

Cam

Track

203/2
Function of the hydraulic tappet

– The tappet plunger moves within the gap, and this oil flows around the oil
cylindrical tappet casing which is closed at groove into the oil chamber.
the bottom, and is supported by the piston As a result, the tappet plunger is moved
spring. and the gap of 0.03 mm to 0.06 mm which
is required for proper operation of the
– Tappet plunger and tappet casing form the valve timing, is thus assured.
high-pressure chamber at the bottom in
which an oil cushion is enclosed. This – As the cam rotates around the circular
forms the power connection between cam track, the missing oil in the high-pressure
and valve gear (tappet rods, rocker arms). chamber flows out of the oil chamber
through the ball valve.
– An annular spring between tappet casing
and tappet plunger ensures that the power – The oil supply in the hydraulic tappet is
connection is free of play. constantly topped up from the oil circuit of
the engine through drillings in the tappet
– At the commencement of the valve stroke, casing and plunger.
the cam exerts a force on the hydraulic
tappet. The ball valve seals off the oil – Longitudinal changes in the valve gear
chamber to the high-pressure chamber. caused by temperature or wear are
The pressure in the high-pressure chamber constantly compensated.
rises.
A slight, defined quantity of oil is forced
out of the high-pressure chamber through
the leak

7
Mechanical Components

Valve timing
New!
The timing of the valves influences the gas
change cycles in the engine and the level of
OT
pollutant emissions.
B1
A2
Engine torque has been boosted by enlarging
17 ° 13°
the displacement to 1397 cm3, this being
achieved by an increase in stroke from 72 mm
to 78 mm.
The shape of the cam of the inlet and exhaust
valves has been optimised to match these
new parameters.

As a result of this modification to the cam 4 4° A1

40°
shape, the following valve timings now exist: B2

A1 = Outlet valve opens 44° before BDC

A2 = Exhaust valve closes 13° after TDC UT

B1 = Inlet valve opens 17° before TDC Exhaust valve SP27_42

B2 = Inlet valve closes 40° after BDC
Inlet valve
This results in a marked range of valve
overlap at the gas change TDC.

TDC = top dead centre

BDC = bottom dead centre

New!
Crankshaft

The crankshaft features eight balancing

weights in order to enhance smooth engine
running and to achieve good mass balancing.

The crankshaft is located axially by means of

the middle main bearing with two guide
segments.

SP27_43

Balancing weight

8
The crankshaft bearings
New!

The stiffening of the crankshaft

bearings in the cylinder block is
enhanced by the connection of the
bearing caps to form a single unit.

The crankshaft bearing unit is an iron

casting.

SP27_44

Cylinder block
Crankshaft bearing
unit

Bottom bearing shells

Longitudinal sections connect the

3 bearing caps to form a self-contained
frame.

The bottom bearing shells of the

crankshaft bearings are located directly
in the frame, as is the case for single
bearing caps.
SP27_45
An important point to note during
installation is that the bearing shells
are installed with the matching bearing
caps because the middle bearing shell
is wider. Crankshaft bea-
ring unit

9
System Overview

Simos 3PB engine management

The Simos engine management system

controls the fuel injection and the ignition in
line with the current engine load. The engine N152
load is detected by the engine speed sensor
and by the intake manifold pressure sensor.
The control unit uses this information to
calculate the ignition timing point and period
of injection, taking into account the correction P/Q
factors.
N30
The correction factors are:
– Cylinder-selective knock control
– Lambda control
– Idle speed control G39
– Activated charcoal filter control Z19

The position of the throttle flap is controlled G62 G61

electrically.
Additional signals regarding the clutch pedal
and brake pedal position and load supplied by
the power steering pump, are integrated in the
control system of the engine management.
The engine control unit is designed to operate
with CAN data transfer.

Legend
F/F47 Brake light/brake pedal switch G163
F36 Clutch pedal switch G28
F88 Power steering pressure switch
G6 Fuel pump
G39 Lambda sensor
G28 Engine speed sensor
G61 Knock sensor
G62 Coolant temperature sensor
G71 Intake manifold pressure sensor
G72 Intake manifold temperature sensor
G79 Accelerator pedal position sensor
G163 Camshaft position sensor
G185 Sensor 2 for accelerator pedal position
G186 Throttle flap drive
G187 Angle sensor 1 for throttle flap drive Simos 3PB
G188 Angle sensor 2 for throttle flap drive
J17 Fuel pump relay
J338 Throttle flap control unit
J361 Simos 3PB control unit
K132 Electronic throttle fault lamp
N30 Injector 3rd generation with
N80 Activated charcoal filter solenoid valve electronic throttle and
N152 Ignition transformer CAN BUS
P Spark plug connector
Q Spark plugs Siemens engine control
Z19 Lambda probe heater

10
 B
C

J338
G186 A
G187 M

G188

N80

D
G71 G72
J17

J361

SIMOS 3PB

G79
G185

F36
G6
CAN - BUS +

CAN - BUS -

F
F47 F88

E EPC K132
SP27_13

= Output signal A = Fuel filter = Fuel feed

B = Fuel pressure regulator
= Input signal C = Fuel rail = Fuel return
D = Activated charcoal filter
E = Diagnostic connection = Intake air

= Exhaust

11
System Overview

The processor-based Simos 3PB engine New or additional components compared to

management system is matched to the the familiar Simos 2P system are outlined in
requirements of the electronic throttle. colour.

Sensors

Engine speed sensor G28

Camshaft position sensor G 163

Intake manifold pressure sensor

G71 and
Intake manifold temperature sensor
G72

Throttle flap control unit J338

(electronic throttle positioner)
Angle sensors for throttle flap
drive G187 and G188

Sensors for accelerator pedal position

G79 and G185

Coolant temperature sensor G62

Lambda sensor G39

Knock sensor G61

Power steering pressure switch F88 *

CAN - BUS H

CAN - BUS L

Clutch pedal switch F36

Brake light switch F and

Brake pedal switch F47

Air conditioning (pressure sensor)

AC compressor (AC switch operation)
AC compressor
Road speed signal
* in preparation
12
 Actuators

Simos 3PB control unit

J361 Fuel pump relay J17
Fuel pump G6

Injectors N30 … N33

Ignition transformer (4x)

N152 (ignition block)
W

Throttle flap control unit J338

Throttle flap drive G186
3 4 100
120
140
5
1/min x 1000 80 km/h 160
2 60 180

1
6

7
40

20
200

220
240
J218

Combination
processor in dash Lambda probe heater Z19
panel insert/
immobiliser
K

Activated charcoal filter solenoid

valve N80

Electric throttle control fault

Diagnostic connection EPC lamp K132

Vehicle speed signal (dash panel insert)

AC compressor
Fuel consumption signal (dash panel insert)

SP27_09
13
System Overview

Engine speed sensor G28

Starter ring gear
Installation point

The sensor is installed at the gearbox above

the flywheel.

Use of signal

The engine speed sensor is an inductive

Engine speed
sensor.
sensor
It detects the engine speed and the exact
angular position of the crankshaft.

Operation and design

Sensor segments are integrated around the

circumference of the flywheel, in addition to SP27_03
the starter ring gear. The circumference is Flywheel with Segment gap
divided into 60 segments for this purpose and sensor segments
features a gap of two segments.

When the segments rotate past the sensor, the

magnetic field of the sensor is altered. This
change in the magnetic field induces an
electric voltage in the coil winding of the
sensor. Its frequency changes in line with
engine speed. The frequency is a measure of
engine speed. The electric voltage is passed to
the control unit.

The position of the crankshaft is fixed by

means of the segment gap. Together with the
camshaft position sensor, the exact position
of the engine mechanical components, i.e. the
ignition TDC of cylinder 1, is detected.
This serves as a basis for defining the Electric circuit
injection and ignition timing points.

Substitute function and self-diagnosis

The signal supplied by the engine speed

sensor is checked for plausibility together with
the signal supplied by the camshaft position
sensor. If the Simos control unit does not
detect any signal from the engine speed
sensor, the engine stops. It can, however, be
started again. In this case, it operates in the
emergency running programme and uses
signals supplied by the camshaft position
sensor G163.
Self-diagnosis detects:
“G28 no signal” and “G28 implausible
SP27_10
signal”.
14
Camshaft positions sensor G163

The camshaft position sensor operates on the

Hall sensor principle. It is located next to the Orifice rotor
oil filter at the level of the camshaft.

Use of signal
180° window
It is essential to accurately define cylinder 1
for the cylinder-selective knock control and Camshaft
the sequential fuel injection.

Ignition TDC of cylinder 1 is detected

(synchronisation of cylinder 1) by means of
the signal supplied by the camshaft position
sensor together with the signal supplied by
the engine speed sensor G28 (engine speed
sensor and reference mark).
SP27_11
Once both signals have been received
simultaneously, initial fuel injection and
ignition is then activated. Camshaft position sensor G163

Operation and design

The “camshaft pulse generation” is effected

directly by the orifice rotor, which is part of
the camshaft. it has a 180° window and a
continuous segment of 180°.

The 180° segment passes through the

magnetic field of the sensor and intersects the
lines of magnetic force.
As it passes, it generates a voltage.
In contrast, the 180° window does not affect
the magnetic field.

The Simos control unit processes this signal Electric circuit

sequence.

Substitute function and self-diagnosis

J361
In the event that the camshaft position sensor
fails, the engine control unit switches off the 89 105 111
knock control and the ignition angle is
retarded.
The engine continues running using as a
substitute the signal supplied by the engine
speed sensor G28.

Self-diagnosis detects: + -
“G40 implausible signal” and “G40 signal too
small”.
G163 SP27_12

15
System Overview

Simos 3PB system function

In the diagram below, we see the signal Note:

pattern of the engine speed sensor and the 2 crankshaft revolutions with 2 x
camshaft sensor. (60 – 2) teeth (teeth are numbered
consecutively up to 120) and
The signal patterns can also be rendered 1 camshaft revolution with
visible with the oscilloscope function of 1 x 180° window, form an analysis
VAS 5051. cycle.
The top dead centre is at the same
They illustrate how the signals are processed time the ignition top dead centre.
in the Simos control unit in order to determine
the position of the engine mechanical
components for defining the fuel injection and
ignition timing points.
1st falling tooth edge after gap is at 78° crank
angle before ignition TDC of cylinder 1 or 4

TDC TDC TDC TDC TDC

Firing order Cyl. 4 Cyl. 2 Cyl. 1 Cyl. 3 Cyl. 4

Tooth No. 58 61 74 88 104 118 1 14 28 44 58 61 74

Crankshaft signal from

sensor G28

2nd crankshaft revolution 1st crankshaft revolution

1 camshaft revolution

180o-window

SP27_16
Camshaft signal from
camshaft position sensor Falling edge located at tooth 88, i.e. Rising edge is located at tooth 28 after
G163 14 teeth after ignition TDC of cylinder 4 gap, i.e. 14 teeth (84°) after ignition TDC
of cylinder 1

Effects in the event of signal failure

refer to pages 14 and 15

16
 Fuel injection

Throttle flap control unit

Fuel rail

To air filter

Pressure regulator

Injector

Intake module
Intake manifold pressure
and intake manifold
temperature sensor

SP27_38

Intake module

The intake module houses the throttle flap The injectors are operated in line with the
control unit and the fuel rail together with the firing order of 1 – 3 – 4 – 2 (sequential fuel
injectors and the pressure regulator. The injection).
intake manifold pressure and intake manifold
temperature sensor is located at the side of The commencement of injection angle is
the intake manifold. always related to the ignition TDC of the
corresponding cylinder.
Fuel injection
The control unit takes into account the
Each cylinder features an electro-magnetic following correction factors for determining
injection valve which is positioned in the the opening time of the injectors:
intake manifold upstream of the inlet valve. – Cylinder-selective knock control
– Lambda control
The valves are supplied with fuel by the fuel – Idle speed control
pump and actuated through earth by the – Activated charcoal filter control
engine control unit.

The fuel injected gathers first of all in the

intake port and is inducted into the
combustion chamber together with the air
when the inlet valve opens.

17
Electronic Throttle Function

Electrically operated throttle flap

New!

Pedal value sensor Engine control unit Throttle flap control

unit J338

Throttle flap
Input signals Output signals drive G186

CPU*

SP27_26

Sensors for accelerator pedal Safety module Angle sensors for

position G79 and G185 throttle flap drive G187
and G188
* Central Processor Unit

There is no mechanical and no direct electrical Advantages

link in the Simos 3PB engine management
system between accelerator pedal and throttle In addition to the intake air control, functions
flap. These are replaced by an electronic such as
control. – idle speed control
– vehicle speed control
The system includes: – engine speed limit
– Pedal value sensor (at accelerator pedal) are achieved in a simple and convenient way.
– Engine control unit
– Throttle flap control unit The throttle flap can be opened irrespective of
the position of the accelerator pedal.
The driver input at the accelerator pedal is
detected by the pedal value sensor and The electronic throttle makes it possible to
transmitted to the engine control unit. achieve significantly improved emission and
fuel consumption levels in certain engine load
The engine control unit alters the position of states.
the throttle flap by means of a dc motor.
The position of the throttle flap is, in turn, A wide range of measures in terms of hard-
continuously signalled back to the engine ware and software (duplicate sensors, self-
control unit. monitoring processor structure) are intended
to ensure high operational reliability.

18
Accelerator pedal with pedal value
sensor (sensors for accelerator
position G79 and G185)

Accelerator pedal and pedal value sensor

form a single unit and are also known as the
accelerator pedal module. Module housing with
pedal value sensor
The mechanism is housed in the module
housing.
Accelerator pedal
The sensors – accelerator pedal position
sensor G79 and G185 – are located in the
housing.

Two sensors operating independently, are

used in order to provide reliable operation of
the electronic throttle. SP27_27

The pedal value sensor operates as a sliding-

contact potentiometer.
A stabilised voltage of 5 V is supplied by the
engine control unit to each potentiometer for
detecting the position of the accelerator pedal
at the sliding-contact potentiometer.
The signal regarding the position of the
accelerator pedal is passed as a voltage signal
to the engine control unit.

SP27_28
Sensor for accelerator pedal position G79 and
sensor 2 for accelerator pedal position G185 in
module housing

The characteristic curves of the two sensors kΩ

differ in pattern (see chart). 2,0

The engine control unit monitors the function 1,6 G185

and plausibility of the two sensors.
G79
1,2
If one sensor fails, the other acts as a
substitute. 0% Accelerator pedal travel 100 %
Idle speed Full throttle
The entire module is pre-set.
SP27_29
It is replaced as a complete unit in the event of
repairs.

19
Electronic Throttle Function

Self-diagnosis/emergency running
to accelerator pedal

If a fault occurs at the pedal value sensor or in

the wiring, two emergency running
programmes are available, depending on the
type of fault.

Failure of one sensor for accelerator pedal Emergency running programme 1

position

– Electronic throttle fault lamp K132 comes

on.

– Fault is stored.

– Engine continues running normally.

– The customer should take the car to a

service workshop.

Requirement for emergency running

programme:
Idle throttle position must be detected
once by the operating sensor.

– The signal of the brake light switch F

and brake pedal switch F47 is used for
detecting idle speed.

– Convenience features such as cruise

control system are disabled.

Failure of both sensors for accelerator pedal

Emergency running programme 2
position = not possible to detect driver input

– Electronic throttle fault lamp K132 comes

on.

– Fault is stored.

– Engine runs at increased speed of approx.

1500 rpm.

– Customer should take car to a service

workshop.

20
Throttle flap control unit J338 with
throttle flap drive G186, angle
sensor 1 G187 and 2 G188 for
throttle flap drive

Throttle flap drive G186 (electric

throttle operation)

Throttle flap housing

with throttle flap

Angle sensors for throttle flap

drive G187 and G188

Spiral spring SP27_05

The throttle flap control unit consists of

Stop at housing
– throttle flap housing with throttle flap
– throttle flap drive G186
– angle sensors for throttle flap drive G187
and G188

The throttle flap is moved by the throttle flap Note:

drive (dc motor). It is operated by the engine The throttle flap control unit must not
control unit and in this way regulates the air be opened.
flow required for producing the torque. The The angle sensors must be “learned”
feedback signal regarding the current throttle in a basic position.
flap angle is supplied by two angle sensors Please refer to the information in the
(potentiometers) to the engine control unit. Workshop Manual.
These sensors are attached to the throttle flap
shaft.

The throttle flap is limited in the top and

bottom position by a mechanical stop.

Two angle sensors are used for safety kΩ

reasons. Their resistance characteristic curves
1,5
are inversed (see chart). G188
1,0
If one angle sensor fails, the engine
control unit activates an emergency running 0,5 G187
programme and the operation of the electro-
nic throttle is maintained. If the drive is de- 0% 100 %
energized, the throttle flap is moved into an Throttle flap opening
emergency running position by the force of a
spring. SP27_36

21
Electronic Throttle Function

Function position of the throttle

flap control unit
Throttle flap is
word linearly
The engine control unit detects four important
function positions.

Rotary disc with

Lower mechanical stop stop cam

Throttle flap is fully closed. This position is

required for adapting the angle sensors.

SP27_32

Stop at housing

Lower electrical stop

Is defined by the engine control unit. Is

positioned only slightly above the bottom
mechanical stop.
In operation, the maximum closed position of M

the throttle flap is fixed by this stop.

This prevents the throttle flap “working into”
SP27_33
the housing.

Emergency running position

Position of throttle flap in the de-energized

state. Adequate air flow is assured in the
event of the electronic throttle failing. Fast
engine idling speed of approx. 1500 rpm. M
Car can continue to be driven with severe
restrictions.
SP27_34

Upper mechanical stop

Full throttle position of throttle flap.

Of little significance in operational terms.
Full throttle is set by the “upper electrical
stop”, which is defined by the engine control
M
unit.

SP27_35

22
Basic setting (adaptation) of
throttle flap control unit

The angle sensors of the throttle flap drive

G187 and G188 have to be learned to enable
the exact angle position of the throttle flap to
be detected.

Learning is done by initiating function 04 –

Basic setting.

This can be performed using the vehicle

system tester V.A.G 1552, the fault reader
V.A.G 1551 or with the vehicle diagnosis
measurement and information system
VAS 5051.
1 2 3
4 5 6
7 8 9

Adaptation of the throttle flap position is C O Q HELP

V.A.G. 1552

performed when function 04 Basic setting is

activated with “display group number 60”.
202_CZ_002
When this is done, the throttle flap positioner
is moved out of the “emergency running SP17-29
position” (de-energized state) to the MIN and
MAX positions. The values of the potentio-
meter voltages which are measured in these
positions, are then stored in the control unit.

Adaptation conditions!

“Engine not running, ignition on”. Note:

Pay attention to the adaptation
If an attempt is made to activate the throttle conditions!
flap adaptation if the vehicle is not in this state
or if throttle flap adaptation is prevented for
other reasons (e.g. throttle flap positioner
opened mechanically, diagnostic fault of
positioning motor, etc.), this is displayed with
a text at the vehicle system tester.

“Function is unknown or cannot be

carried out at the moment.”
Measured value blocks for throttle flap
actuation can be retrieved with function 08 –
Reading measured value blocks.

23
Electronic Throttle Function

Self-diagnosis/emergency running Note:

A faulty throttle flap control unit is
to throttle flap control unit
not repaired. If a fault occurs at the
throttle flap positioner or at the angle
If a fault occurs at the throttle flap control sensors, the complete control unit
unit or in the wiring, emergency running must be replaced.
programmes are available, depending on the
type of fault.

Failure of one angle sensor for throttle flap Emergency running programme 1
drive or implausible signal
Requirement
– System activations which increase engine One angle sensor is operating properly.
torque (e.g. cruise control system, engine Plausible air mass flow is detected (intake
braking torque control) are suppressed. manifold pressure sensor G71 and intake
manifold temperature sensor G72 operating
– Electronic throttle fault lamp K132 comes normally).
on.

Failure or control fault of throttle flap drive

– The throttle flap drive is switched off. The

throttle flap moves into the emergency
running position. This is noticeable from a Emergency running programme 2
sharp drop in engine output and fast
engine idling speed. Requirement
The emergency running programme is only
– Electronic throttle fault lamp K132 comes activated if the emergency running position is
on. detected by both angle sensors of the throttle
flap drive.

No clear detection of throttle flap position

possible or if it is not certain that throttle flap
is not in the emergency running position

– The throttle flap drive is switched off. The

throttle flap moves into the emergency
running position, if possible. This is
noticeable from fast engine idling speed.

– Engine speed is limited to approx. Emergency running programme 3

1500 rpm by switching off fuel injection.

– Electronic throttle fault lamp K132 comes

on.

24
Electronic throttle fault lamp K132

3 4 100
120
140
1/min x 1000 5 80 km/h 160
2 60 180
6 40 200
1 20 220
7
240

SP27_08

When the ignition is switched on, the EPC Note:

fault lamp comes on in the indicator lamp EPC means
panel of the dash panel insert. It must go out
again after 3 seconds (operational test of Electronic Power Control (electronic
lamp). throttle)

The fault lamp is operated directly by the

engine control unit J361 through an earth
voltage to the combination processor in the
dash panel insert J218.
Electric circuit
If a fault occurs in the electronic throttle
system, this is detected by the self-diagnosis
and indicated by the separate EPC fault lamp.
In this case, the fault lamp comes on and J218
remains on.

At the same time, an entry is stored in the

fault memory.

If a fault occurs in the electronic throttle

system, a matching emergency running
programme is activated (refer also to sensors
for accelerator pedal position and throttle flap
control unit). 73
J361
SP27_60

25
Sensors

Brake light switch F and brake pedal

switch F47

Task

The information “brake operated” is used for

controlling two systems: Brake light switch F and
Brake pedal switch F47
– Backup interrogation of electronic
throttle function (idle speed detection in
emergency running mode of pedal value
sensor)
– Operation of cruise control system (on
models fitted with this).

(The main function is switching on the brake

lights; on models fitted with ABS, this signal is
used for informing the ABS control unit.)

Function

The brake light switch F and the brake pedal

switch F47 are combined to form a single
component. For safety reasons, both act as SP26_40
information senders for “brake operated”. The
combination switch has four connections.

The brake light switch F is open in the off

position and is supplied with voltage through
terminal 30. Electric circuit
It is the switch for operating the brake lights
and acts as an additional information input for + 30 + 15
the Simos control unit.

The brake pedal switch F47 is closed in the off

position and is supplied with voltage through
terminal 15.
Its only purpose is to act as an information
input for the Simos control unit.

Self-diagnosis

Both switches are checked mutually for

plausibility by the self-diagnosis.
F F47

Note:
If an accelerator pedal position sensor
fails, the electronic throttle function
uses the signal from the brake light
switch or brake pedal switch to detect 53 63
idle speed. J361

SP27_48

26
Clutch pedal switch F36

Task

The information “clutch operated” is used for

controlling two systems:

– On models fitted with a cruise control

system, the function of the cruise control
system is switched off.

– The load change functions are deactivated

during a gearshift. The load change
function is controlled by influencing the
ignition angle and by the closing rate of
the throttle flap. SP23_32

Function

Like the brake pedal switch, the clutch pedal

switch is closed in the off position.
It is supplied with voltage through terminal 15.
cal resistance.
When the clutch pedal is operated, the infor-
mation passes directly to the Simos control
unit.

Substitute function and self-diagnosis

Electric circuit
The clutch pedal switch is not detected by the
self-diagnosis.
+ 15
Consequently, no substitute functions are
derived. If no signal is received, the function is
not activated.

Note:
In the event of an incorrect setting,
electrical malfunction or incorrect
F36
operation (driver leaves foot on clutch
pedal), this can result in operating
problems (load change jolts, sudden
increases in engine speed).

65
J361

SP27_49

27
Sensors

Power steering pressure switch F88

All OCTAVIA models are fitted as standard

with a power-assisted steering.

The hydraulic pump of the power steering,

which is driven by the engine through the
ribbed V-belt, increases the load on the engine
when the steering is turned to full lock; when
the engine is idling, this may result in a sharp
drop in engine revs.

The Simos 3PB system control compensates

for this situation and additionally processes a
signal which supplies information regarding
the additional load resulting from the power
steering.
SP27_46

The engine control unit detects the additional Power steering Power steering pressure
engine load at an early stage by means of the hydraulic pump switch F88
signal supplied by the power steering
pressure switch F88 and controls the idle
speed accordingly.

Operating principle

The power steering pressure switch is located

at the hydraulic pump.

The pressure switch is open at a pressure of

< 0.28 MPa (28 bar).

If the pressure rises, the switch is closed at

Electric circuit
0.4 MPa (40 bar).

The signal passes to the Simos engine control

unit. F88

The engine control unit in turn operates the

throttle flap drive G186 which opens the
throttle flap by a particular angle.

Idle speed is thus stabilised to compensate for

the increased load of the hydraulic pump. 30 47
J361
121 119
Self-diagnosis

Self-diagnosis is performed in the functions

+ -
02 - Interrogating fault memory M G186
08 - Reading measured value block
SP27_47

28
Lambda sensor G39
New!
A new generation of lambda sensors is used
on the 1.4-ltr./44 kW engine.

The planar (= flat) lambda sensor is a further

development of familiar finger-shaped
lambda sensor and has a step characteristic at
λ = 1.

Advantage

– Short heating-up time and thus improved

emission levels in the warming-up phase
– Reduced heating capacity demand
– More stable control characteristic

Rapid response of the lambda sensor is

essential in order to be able to ensure efficient SP198_37
Sensor element
emission control. This necessitates the
with heater
lambda sensor achieving its operating
temperature in the shortest possible time.
Exhaust
This is made possible by the planar (= flat)
design of the sensor. Double protective
tube Porous protec-
The sensor heater is integrated in the sensor tive layer
element. The operating temperature is
reached more rapidly with a reduced heating Sensor section ZrO2 ceramic
capacity.
Reference air
Particular feature

The sensor heater generates the necessary Sensor heater Insulating layer
minimum temperature of 350°C at an exhaust +

temperature as low as 150°C.

The lambda control reaches operational
S243
readiness about 10 seconds after engine start. 10A

The sensor element consists of circon dioxide

(ZrO2).

A porous, ceramic protective layer is applied

to the sensor element. This prevents any Z19 G39
damage occurring as a result of residues in λ
the exhaust gases.
High operational life and reliable achievement
of the high operational demands are assured.

Substitute function
04 31 14
Open-loop control mode by means of map.
J361
SP27_20

29
Sensors

Intake manifold pressure sensor Intake manifold pressure and

G71 and intake manifold intake manifold temperature
temperature sensor G72 sensor

The sensor is located at the middle part of the

intake manifold directly downstream of the air
inlet. Pressure sensor and air temperature
sensor thus are in direct contact with the air
inducted into the intake manifold.

Use of signal

Intake manifold pressure and intake manifold

temperature are transmitted to the engine
control unit. They are required in order to
calculate the quantity of air inducted by the Intake
engine. This information is used to calculate manifold
the injection time required as well as the
ignition timing point.

Substitute function
SP27_39
If the signals are not received, the engine
control unit uses the signal of the throttle
valve position and of the engine speed for
calculating the injection time as well as the
ignition timing point.

The engine is operated in accordance with an Electric circuit

emergency running map!

If the signal from the intake manifold J361

temperature sensor is not received,
95 96 93 107
a substitute value based on the coolant
temperature is then used.

Self-diagnosis

Self-diagnosis checks both input signals.

The following faults can be detected:

G71 G72
– Short circuit to earth
– Short circuit to positive voltage and SP27_40
reference voltage
– Open circuit
G71 Intake manifold pressure sensor
G72 Intake manifold temperature sensor
J361 Simos control unit

30
 Function Diagram

Legend to function diagram of page 32 Components

The function diagram represents a simplified A Battery

current flow diagram. F Brake light switch
F36 Clutch pedal switch
It shows all the connections of the Simos 3PB F47 Brake pedal switch
engine management system for the 1.4-ltr./ F88 Power steering pressure switch
44 kW engine. G6 Fuel pump
G28 Engine speed sensor
G39 Lambda sensor
Additional signals G61 Knock sensor
G62 Coolant temperature sensor
A Engine speed G71 Intake manifold pressure sensor
G72 Intake manifold temperature
B Fuel consumption signal sensor
G79 Accelerator pedal position sensor
C Diagnostic cable G163 Camshaft position sensor
G185 Sensor -2- for accelerator pedal
D Vehicle speed signal (in) position
G186 Throttle flap drive (electric throttle
E AC standby (in) operation)
G187 Angle sensor -1- for throttle flap
F AC compressor on/off drive (electric throttle operation)
G188 Angle sensor -2- for throttle flap
G AC pressure signal drive (electric throttle operation)
J17 Fuel pump relay
H Signal to electronic throttle fault J361 Simos control unit
lamp J338 Throttle flap control unit
M Brake light
N152 Ignition transformer
N30...33 Injectors
Colour coding/Legend N80 Activated charcoal filter system
solenoid valve
= Input signal P Spark plug connector
Q Spark plugs
= Output signal S Fuse
Z19 Lambda probe heater
= Battery positive

= Earth

= Bidirectional

31
Function Diagram

Simos 3PB

30
15
86 30

J17
4
85 87

S132 S228 S232 S243 S134 S113

50A 15A 10A 10A 10A 10A

F36
Z19 G39 N80
λ

N30 N31 N32 N33

80 88 87 85 86 04 31 14 61 65 14

A J361

91 90 97 92 121 119 89 105 111 20 21 41

- +
+ -
M
CAN - BUS +

-CAN - BUS

G163
G187 G188 G186
J338

M G6

31

32
 30
15

+ 30

S10 S120
10A 15A
M

F/F47 G79/G185

A C C D E F G H

63 53 18 51 50 19 64 45 22 75 17 9 28 76 29 73 62 03

106 98 99 109 101 100 30 47 95 96 93 107 104 83 01 02 113 112

+ -

N152
G28 G61 F88 G71 G72 G62

I IV II III

Q
P

31

in out
SP27_02

33
Technical Data

Technical features
New!

SP27_14

The 1.4-ltr./44 kW engine is fitted to the

ŠKODA OCTAVIA in combination with the
manual gearbox M5 002.

The manual gearbox is based on the tried-

and-tested gearbox 14 SK.

It is matched to the engine characteristics and

to the pendulum mounting in the OCTAVIA.

Transmission code letter: DTQ

– 5-speed manual gearbox. – 5 all-synchromesh forward gears, non-
synchromesh reverse gear.
– Light-alloy two-section housing, with
compact gearbox end cover. – Common oil supply for gearbox and final
drive.
– Gearbox end cover designed as bearing
bracket for mounting the gearbox bearing – Final drive with flange shafts for attaching
for the pendulum mounting of the engine the CV joint shafts.
block.
– Overhead starter.
– Connection of pendulum support with a
bolt on the underside of the gearbox – Hydraulic clutch mechanism.
housing.
– External shift designed as cable shift.

34
Block diagram of gearbox

SP27_15

– Helical gears are used for the gearing of

Teeth of driven gear z2
the sliding and fixed forward speed gears.
Gear reduction i =
Teeth of driving gear z1
– The sliding gears (loose gears) of 1st to 4th
speed run in friction bearings while 5th z2 z1 i
speed is mounted in needle bearings. 1st gear 45 13 3.462

– The gears are shifted by means of shift 2nd gear 45 23 1.957

forks.
3rd gear 38 28 1.357
– Mechanical tapping of engine speed for the 4th gear 40 38 1.053
speedometer with drive gear and pinion at
final drive. Vehicle speed signal to electric 5th gear 36 42 0.857
speedometer by means of pulse generator. Reverse 29 13 2.923
38 29
Final drive 72 17 4.235
Speedometer 16 27 0.593

35
Engine/Gearbox Mounting

Complete engine/gearbox mounting

Gearbox mount

Engine mount

Pendulum support
SP15_50

You will be familiar with the principle of the

engine/gearbox mounting in the OCTAVIA
(pendulum mounting) from Self Study Pro-
gramme 15.

Appropriate adaptations have been made to

the engine and gearbox for the design of the Recess for engine
engine mount, the gearbox mount and the mount
pendulum support. Housing of coolant
pump

Engine mount

The combination of housing for coolant pump

and supporting arm for engine mount has
been retained.

The housing of the coolant pump has been

matched to the conditions of increased
mechanical stress and designed for directly
accommodating the engine mount.

SP27_25

36
Gearbox mount
Bracket for gearbox
The rear gearbox end cover is designed at the mount
same time as a bracket for accommodating
the gearbox mount.

SP27_23

Rear gearbox end

cover

Pendulum support

As on gearboxes 02K and 02J, the pendulum

support is attached directly to the bottom of
the gearbox with two bolts.

The gearbox housing is strengthened locally

at the point at which the pendulum support is
attached at the front.

The light-alloy housing is reinforced by a steel

insert at the bolt attachment point.

SP27_24
Pendulum support
Bolt connection

37
Clutch Mechanism

New!

Plunger

Clutch release lever

Slave cylinder
Release bearing

Guide sleeve

Input shaft

Clutch housing
Ball stud

SP27_37

The clutch mechanism is matched to the The clutch release lever is guided at the
installation conditions in the OCTAVIA and is release bearing, which is secured by the guide
operated hydraulically. The slave cylinder is sleeve to prevent it slipping out.
located at the clutch housing.
Consequently, it is not necessary to carry out
It presses on the clutch release lever by means any additional securing work when removing
of a plunger. the gearbox.

The clutch release lever is supported by

means of a ball head at the clutch housing. Note:
After removal and installation work at
The release bearing is mounted on a guide clutch mechanism, the system should
sleeve which is bolted to the clutch housing. be bled with a brake filling and
bleeding appliance.
The clutch is operated through the release
bearing.

38
 External Shift

Two cables are used to transmit the shift A balancing weight on the shift relay lever is
movements (selecting and shifting). The designed to absorb vibrations and as a shift
operating principle is similar to that of manual force assist.
gearbox 02J. The two cables are supported by a support
The shift pattern and the position of the bracket.
reverse gear are the same as on the shift The support bracket is guided at the front at
mechanism familiar from the FELICIA. the gearbox and at the rear at the steering
The shift movements of the gearshift lever are gear in Silent bushes.
transmitted to the inner shift mechanism of
the gearbox by means of an outer shift relay.

Outer shift relay

Balancing weight

Shift relay lever

Support bracket

5
Shift cable

R
1

4
2
SP27_51 Selector cable

Shifting and selecting at gearshift lever

If the gearshift lever is moved when selecting, Shift housing

the pivot point is located in the selector
housing. The gearshift lever guide is linked for SP27_50
this purpose to the selector housing. The latter
is mounted in the shift housing.

The ball head attached to the bottom of the

Selector housing
selector housing performs an opposite move-
ment. It is surrounded by the selector angle.
This converts the movement of the gearshift Pivot point
lever during selection into a pull/push move- Shift lever when selecting
ment. guide

If the gearshift lever is moved in the direction Pivot point Selector angle
of a gear (shifting), the pivot point is located in when shifting
the gearshift lever guide. The shift cable
transmits the forward/reverse movement
through the relay mechanism to the shift shaft
of the gearbox.

SP27_52

39
External Shift

Selection operation
Connection of
The selector cable is connected to the selector selector cable
angle lever. This absorbs the pull/push move-
ment of the selector cable.
Selector
The selector movement is transmitted down angle lever
through the selector rod and through the gear-
box shift lever to the shift shaft of the gearbox.

Gearbox shift lever and shift shaft are bolted

together.

The linear movement coming from the

selector cable is thus converted into the
circular selector movement of the shift shaft of
the gearbox.
Selector rod

SP27_53
Gearbox shift lever
Shift shaft of gearbox

Shift intermediate lever

Shift operation Connection of Shift coupling rod
shift cable
The shift cable is connected at the shift
intermediate lever.

This absorbs the forward/backward move-

ment of the shift cable and transmits it
through the shift coupling rod to the shift Shift relay
relay lever. lever

The shift relay lever has a fixed pivot point

and at the bottom runs into the gearbox shift
lever by means of a ball head.

During a gearshift, the linear movement of the

shift cable which is initiated at the top is trans-
mitted linearly, as a result of the double Pivot point
reversal, to the shift shaft of the gearbox.

The ball head of the shift relay lever compen-

sates for different angle positions, caused by SP27_54
the selector movements.
Gearbox shift lever
Shift shaft of gearbox
(Note: Balancing weight not illustrated)

40
Adjusting outer shift

The components of the outer shift mechanism x

have to be adjusted relative to the inner gear-
box shift mechanism to ensure smooth and
proper gearshifts.

Gearshift lever

In Neutral, the gearshift lever should be in

position x. In this position, the gearshift lever
is angled back 3° and to the right 4°. This
position is fixed by means of a gauge.

The gearshift lever and gearbox are in Neutral

SP27_57
in the gate of 3rd/4th gear for this step.
Selector rod

Selector cable

The selector cable should not have any play in

the fixed position. A slot is provided for this
purpose at the gearbox shift lever to enable
the selector rod to be set free of play.

Setting selector cable at SP27_55

gearbox shift lever
Shift cable

The shift cable is set at the shift intermediate

lever with a gear engaged (e.g. 1st gear
Setting shift cable at shift
engaged manually, gearshift lever set to
intermediate lever
1st gear position).
A slot is provided for this setting.

Note:
Please refer to the Workshop Manual
OCTAVIA, 5-Speed Manual Gearbox
002 for the exact setting procedure.
After completing the setting, once
again shift through all gears. Pay
particular attention to the reverse
gear lock. SP27_56

41
 Final Drive/Speedometer Drive

Inner CV ball joint New!

Outer CV ball joint

Flange shaft
Differential

Flexible joint
SP27_19

Connection of drive shafts

All the manual gearboxes fitted to the

OCTAVIA have drive shafts which feature
outer and inner constant-velocity ball joints.

The flange shafts of the gearbox have been

matched to these requirements.

Both flange shafts are inserted into the

differential with a spline section.

A circlip holds the flange shaft in position to

prevent it dropping out when the gearbox is
removed.
SP27_21

Speedometer drive
Vehicle speed sensor G22

The vehicle speed signal is supplied electro-

mechanically by the gearbox to the speedo-
meter.
Mechanical tapping in gearbox (input gear/
pinion).
The vehicle speed sensor G22 is installed at
the gearbox in place of the speedometer shaft.
It is driven by the pinion (in the same way as
automatic gearbox in OCTAVIA).

Engine speed is transmitted not mechanically

with a speedometer shaft, but electrically in
the form of pulses from the sensor to the
combination processor in the dash panel
insert. The pulses are processed there for
displaying the vehicle speed and the distance. Pinion
Advantage: greater accuracy and smoother Input gear
SP27_62
operation.
42
 Service

Service information
New!
Oil filling

The oil filling is designed for the entire

operating life of the gearbox.
The opening for inspecting oil level is located
at the bottom in the gearbox end cover.

Correct oil level = Oil filling extends up to

the thread of inspection
opening

The screw plug is inserted with sealant.

The oil level is no longer checked in a service
workshop at the opening of the speedometer
drive with the aid of the speedometer pinion. SP27_22

Screw plug for inspecting Oil filling

oil level

Note:
Please refer to Workshop Manual
OCTAVIA, 5-Speed Manual Gearbox
002 for the quantity and specification Bleeder plug
of the oil.

Bleeder hole
Bleeding gearbox and topping up gearbox oil

The bleeder plug is located above a labyrinth Gearbox

which is cast into the top of the gearbox housing
housing.

It is also possible to top up the oil, if

necessary, through the bleeder hole. SP27_30

Magnet for metal abrasion

A magnet for collecting metallic abrasion is

now provided at the lowest point of the gear-
box housing in a recess.

SP27_31

Magnet Housing

43