SSP 074 1,2 CBZB 77kW TSI Petrol Engine With Turbocharger

Service 74
1.2 ltr./77kW TSI petrol engine

with turbocharger
Self-study programme
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
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Škoda is consistently pursuing its TSI strategy and continues the successful history of its engine fam-
ily with the new 1.2 ltr. TSI engine with a power output of 77kW.
The technological advancements of this small but powerful engine series lie in the consistent perform-
ance optimization as well as the weight reduction of the structure.
The engine, which is fitted with a new aluminum alloy cylinder block and which comprises a newly
developed combustion system, distinguishes itself by the combination of the dynamic characteristics,
a low consumption and low CO2 emissions. Meanwhile, the aspect of CO2 emissions has become an
important factor which, amongst other things, influences the purchase decision of the customer.
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Contents
Brief description of the engine 4
Mechanical part of the engine 6
Cylinder block 7
Crank mechanism 9
Pistons, conrods 11
Chain drive for the control system and the oil pump 12
Cylinder head 14
Injection valves 17
Turbocharger 19
Cooling systems 25
Lubrication system 29
Engine control system 32
System overview 32
Engine control unit 34
Charge pressure control 36
Coolant pump control solenoid valve 39
Wiring diagram 42
You will find the instructions for the assembly

and disassembly, repair, diagnostics and de-
tailed user information in the workshop manu-
als, the diagnostic unit VAS 505x and in the
onboard literature.
The time for going to press was on the 10/2009.

This brochure is not subject to update.
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Brief description of the engine
Engine characteristics
The fundamental structural part of the 1.2 ltr. TSI engine is based on the 1.4 ltr. TSI engine which,
amongst other things, is installed on the ŠkodaSuperb II.
The development work on the 1.2 ltr. TSI engine was oriented towards the so-called "downsizing".
On an engine with a smaller displacement, maximum power is achieved with minimum fuel consump-
tion. By reducing the engine displacement, engine efficiency is increased because lower friction
losses occur. Engines with a smaller displacement also have the advantage of a lower weight and
thus do not have to move large masses.
SP74_01
Technical highlights
• 2-valve technology • supercharged homogeneous charge
• cylinder block and
unlesscylinder
authorised byhead made
ŠKODA AUTO A. S.out
ŠKODAof AUTO A.•S. turbocharger
does not guarantee or with electrically
accept any liability controlled bypass
aluminium alloy with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
valve
• crankcase ventilation integrated in the cylinder • sodium-filled exhaust valves
block • mechanical coolant pump with shut-off
• cast-in cylinder bushes made out of grey cast mechanism
iron • holder of generator with integrated oil filter and
• output of the camshaft toothed belt oil cooler
• liquid-operated charge air cooler within the • divided trim panel of chain drive housing
suction pipe
• electromagnetic controlled injectors
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Technical data
Engine code CBZB

Structure Production engine
Number of cylinders 4
Valves per cylinder 2
Displacement 1197 cm3
Bore 71 mm
Stroke 75.6 mm
Compression ratio 10 : 1
max. power output 77 kW at 5000 rpm
max. torque 175 Nm at 1500 - 3500 rpm
Control unit Continental Simos 10.1
Fuel Super unleaded with octane number 95 (normal unleaded with octane
number 91 with low reduction in performance)
Exhaust after treatment Three-way-catalytic converter; linear lambda probe before catalytic
converter; snap-action lambda probe after catalytic converter
Emission standard EU5
Power output and torque curve

100 250
90 225
80 200
70 175
60 150
M (Nm)
P (kW)
50 125
40 100
30 75
20 50
10 25
0 1000 2000 3000 4000 5000 6000 7000
n (min-1)
SP74_02
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Mechanical part of the engine
Engine block
Due to the constructive measures, it was possible to reduce the engine weight of the 1.2 ltr. 77 kW
TSI engine by 24.5 kg compared to the 1.4 ltr. 92 kW TSI engine.
Further development work led to a reduction of friction losses and a new combustion process.
1,4l Cylinder block -14,5kg

92kW
TSI
Crankshaft -2,0kg
Cylinder head with valve
control
-3,5kg
114kg
g 89,5kg
g
Chain drive housing -2,0kg
other components -2,5kg
in total
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted -24,5kg
SP74_45
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Cylinder block
The cylinder block of the 1.2 ltr. TSI engine is made of aluminium die-cast. Compared to the cylinder
block made out of grey cast iron with flake graphite, as used for the 1.4 ltr. TSI engine, the weight of
the cylinder block is now reduced by 14.5 kg to 19.5 kg.
The cylinder block is an open-deck design just like the one used for the 1.4 ltr. TSI engine.
This means that there are no partitions between the internal wall of the cylinder block and the cylinder
housing in the area of the head flange.
Advantages of the structure:

• The reduction of the air bubble formation can cause problems with the ventilation and cooling of
the two-circuit cooling system.
• When screwing the cylinder head to the cylinder block, the deformation of the cylinder is less and
more uniform than in the case of a closed-deck design with partitions, due to the separation of
the cylinder body from the cylinder block. As a result of this the oil consumption is reduced, be-
cause the piston rings can adapt better to this advantageous deformation.
Internal wall of the cylinder block Cylinder body
SP74_28
profiled cylinder bush Cylinder block
Cylinder bushes
In the cylinder block or cylinder body, four grey cast iron cylinder bushes are cast-in whose outside is
profiled. This profile improves the quality of the connection between the cylinder body and the cylinder
bushes, thereby reducing the deformation of the cylinder block. In addition, an uneven heat distribu-
tion, which occurs as Protected
a result of theCopying
by copyright. joint for
formation between
private or commercial the
purposes, cylinder
in part or in whole,bushes and the aluminum
is not permitted
alloy, is resolved by thiswithsolution.
respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
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Guidance of the oil level gauge
On a 1.2 ltr. TSI engine, the oil level gauge is guided through a channel drilled in the cylinder block
and the cylinder head and is further guided through a feeder which includes a hole provided on
the cylinder head cover.
Cylinder head Oil level gauge

cover
Cylinder head
Channel for oil

level gauge
Cylinder block
SP74_22
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Crank mechanism
The crank mechanism consists of the crankshaft, the connecting rods, the bearing shells, the pistons
and the piston pins.
Numerous modifications were carried out on the crank mechanism of the 1.2 ltr. TSI engine, in or-
der to reduce friction losses as well as the weight while at the same time increasing the strength of
the crankshaft.
Piston
Piston rings
Conrods
SP74_24
Crankshaft
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Crankshaft
The forged crankshaft is fivefold mounted and The outer walls of the webs are widened in
fitted with only four counterbalances. the critical bending area of the crankshaft.
The diameters of the crankshaft bearings and
connecting rod bearings are the same, i.e 42 mm. Optimized design for transition radii of crankshaft
The widths of the crankshaft bearings and con- journals and crankpins HOE.
necting rod bearings are reduced in order to
increase the rigidity of the crankshaft.
Outer wall of web
Connecting rod bearing
SP74_25
Counterbalance
Crankshaft bearing
HOE – Transition radii
HOE is a technical method for transition radii of crankshaft journals and crankpins which allows an
extension of the crank webs (increased rigidity of the crankshaft) with an unchanged load-bearing
surface.
Conventional method for transition radii Transition radii HOE

reduced width of
transition
radius
Load-bearing surface Load-bearing surface
SP74_43 SP74_44
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Pistons, conrods
Pistons
Piston rings
The pistons are manufactured in cast-iron
moulds. They are made of aluminum alloy.
The piston crowns are provided with indentations Piston
which have an optimized shape for the direct
Circlip
injection of fuel (facilitating the fuel distribution in
the combustion chamber → very good mixture
upper connecting rod
formation).
bearing
The piston skirt has an anti-friction coating which
reduces piston friction.
The piston rings have a reduced tangential
preload which reduces friction losses.
Piston pin
Conrods
Conrods Bearing shell
The large conrod eyes are separated by fractures

during the production, while a precise mutual
fitting together of both parts of the conrods is
ensured and a good frictional connection is
achieved.
At the same time this method of separating the Conrod bolt
conrod eyes helps to lower the costs of produc-
tion.
SP74_03
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Chain drive of the camshaft and the oil pump

The drive of the camshaft as well as the oil pump is performed using maintenance-free toothed
chains, which are driven by the crankshaft via gear wheels. A reduced noise level was achieved
through the use of the toothed chain.
Camshaft Chain wheel of

camshaft
Slide bar
hydraulic chain
tensioner
Drive chain sprockets
on the crankshaft
SP74_26
Clamping rail
Chain wheel of oil

pump
It was possible to design the clamping rail and The tensioning of the chain for the camshaft drive
the slide bar with low-friction, large radii based on is performed using a hydraulic chain tensioner.
the 2-valve technology.
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Divided trim panel of chain drive housing
On the 1.2 ltr. TSI engine, the trim panel of the chain drive housing consists of two independent parts.
The top part of the trim panel is made out of plastic and is screwed to the cylinder head cover and the
cylinder head.
The bottom part is made out of a die-cast magnesium alloy. It is attached to the cylinder block and the
cylinder head with screws made of aluminum alloy.
Both parts of the trim panel can be separately disassembled.
top part of the chain

drive housing
bottom part of the trim

panel of chain drive
housing
SP74_21
specific uncoated aluminum

alloy bolts
Ensure that solely the specific uncoated aluminum screws for the assembly of the
bottom part of the trim panel are used.
When disassembling the cylinder head, the bottom trim panel of the chain drive
must not be disassembled (only remove the three screws in the cylinder head). The
hydraulic chain tensioner can be loosened from the outside by mounting the chain
on the cast-on section in the top part. Thus, the loosening of the chain from the
chain wheel on the crankshaft is prevented.
Besides helping to reduce weight, the repair of the engine is also facilitated.
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Cylinder head
The cylinder head of the 1.2 ltr. TSI engine is manufactured in a cast-iron mould and is made of an
aluminum alloy.
The cylinder head uses the two-valve technology and is designed as a cross-flow cylinder head with
cooling. The changeover from the four- to the two-valve technology reduces the friction and the weight
(by approx. 8.2 kg). However, this also requires a new arrangement of the injection valves and the
spark plugs.
The knowledge gained from the previous developments of the direct injection system in the TSI en-
gine family, was applied to the design of a two-valve combustion process with fixed engine timing in
order to meet the requirements of the mixture preparation, the charge and purging of the combustion
chamber as well as the combustion rate.
SP74_27
The cylinder head has a roof-shaped combus- vertical engine axis

tion chamber and the inlet and exhaust valves
are inclined at an angle of 12° to the vertical axis Valve angle
of the engine. The camshaft in the cylinder head
cover controls the inlet and exhaust valves via 12° 12°
roller rocker arms with hydraulic tappets.
The high bore diameter/piston stroke ratio im-
proves the charge and purging of the combustion
chamber during the inlet and exhaust stroke.
The valve plates of the inlet valves have a diam-
eter of 35.5 mm and the valve plates of the ex-
haust valves have a diameter of 30 mm. Inlet Exhaust
side side
The injection valves are installed on the inlet
side of the cylinder head and the spark plugs are
installed on its exhaust side.
SP74_04
Inlet valve - diameter Exhaust valve - diam-

35.5 mm eter 30 mm
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Baffle channel in the cylinder head
The shape, size and location of the inlet and Core of the inlet duct Core of the outlet duct
outlet ducts ensure a good volumetric efficiency
and a more advantageous change of the mixture
in the combustion chamber.
Based on the two-valve technology, a baffle
channel was developed for the1.2 ltr. TSI engine
in order to achieve a very good mixture formati-
on.
The suction channel has a helical shape. The air
sucked into the cylinder flows through this chan- SP74_23
nel in a rotative movement and a swirl motion
is created in the whole cylinder. The result is an Inlet duct
efficient mixture distribution and turbulence in Baffle channel
the whole combustion chamber.
Advantages:
• improved mixture turbulence
• high combustion rate
• high knock resistance
The two-valve swirling combustion process oper-

ates with injection pressures of less than 90 bar.
This protects the material and contributes to a
low noise development.
SP74_05
Swirl motion of the Inlet valve
in-flowing air
Inlet valves
Inlet valve
The position of the inlet valve seat and the shape
of the inlet duct are such that the fresh air inflow-
ing to the cylinder assists in the formationrespect
with of ato the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
homogeneous fuel-air mixture in the cylinder.
SP74_06
flowing air Swirl motion is increased
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Engine timing
Although the timing of the 1.2 ltr. TSI engine is not variable, it is set in such a way that it enables a
smooth run at idle speed as well as a dynamic full throttle acceleration.
Requirements for the engine timing concept: Engine timing for valve stroke of 1 mm:
• smooth run at idle speed • the exhaust valve opens before BDC 8.41°
• maximum acceleration attained at low engine • the exhaust valve closes before TDC 8.10°
speeds • the inlet valve opens after TDC 18.95°
• the inlet valve closes after BDC 13.95°
BDC TDC BDC

Valve opening [mm]
9,5
9
8
7
6
5
4
3 Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
2 with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
8.41° before BDC 8.10° before TDC 18.95° after TDC 13.95° after BDC
1
Crankshaft angle [°]

Inlet valve
Exhaust valve
SP74_29
Implementation of the requirements:
• A small valve overlap is decisive for the smooth • For a good full throttle acceleration at low
run at idle speed and during the double injec- speeds, the inlet valves must open in the range
tion when the catalytic converter heats up. This of approx. 175° of the crankshaft angle.
avoids the emitted exhaust gases being sucked The inlet valves close even before the piston,
again into the combustion chamber and ad- which travels from BDC to TDC, expels the
versely affecting the mixture formation. fresh air.
• To reduce the residual gas formation in the • For a better supply of fresh air into the cylinder,
cylinder, the exhaust valves open in a range of the stroke of the inlet valve was increased from
180° of the crankshaft angle. This will prevent 9 mm to 9.5 mm compared to the 1.4 ltr. TSI
the exhaust gases being sucked in again by engine.
the cylinder during the inlet stroke.
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Injection valves
The injection valves also have a significant influ- Injection valve with six injection jets
ence on the mixture formation. The better the fuel
propagation in the combustion chamber,
the better the mixture is prepared.
Magnitude of influence on the mixture formation:

• Number of injection jets
• Geometry and jet orientation of the individual
jets
• Injection time
• Injection pressure
Each injection valve of the 1.2 ltr. TSI engine has

six individual jets just as the 1.4 ltr. TSI engine.
The individual jets are arranged in such a way
that an optimal spatial orientation of the individual
jets is achieved over the entire area of the com-
bustion chamber. This ensures a fast and effi-
cient mixing with the in-flowing air. SP74_08
Cylinder block Piston
The minimum injection time was reduced in com-
parison with the 1.4 ltr. TSI engine.
The injection pressure is regulated from
40 to 125 bar.
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Intake manifold with charge air cooler

A liquid-cooled charge air intermediate cooling The coolant is pumped to the charge air inter-
system integrated in the intake manifold module mediate cooler by a pump for the coolant af-
is used for the 1.2 ltr. TSI engine as well as for ter-running V50. Subsequently, the warmed up
the 1.4 ltr. TSI engine. coolant flows back to the additional liquid cooler
for the charge air cooling in the front part of
The compressed and therefore warmed up the vehicle.
charge air flows through the intake manifold into The charge air cooling system is an independent
the inlet ducts via the liquid-cooled charge air cooling circuit in which the exhaust turbocharger
intermediate cooler, where it is cooled. is also integrated.
cold charge air
Coolant supply
Outlet of the
warmed up
warmed up charge air coolant
SP74_16
liquid-operated charge air
intermediate cooler
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Turbocharger
The dynamic characteristics of the charged engine depend to a large extent on the response mode of
the turbocharger, this is why the volume of the induction tract was reduced between the compressor
wheel of the exhaust turbocharger and the combustion chamber on the 1.2 ltr. TSI engine. In this way,
the time delay for the charge pressure build-up was reduced.
Turbocharger
Bypass valve with electrically operated

charge pressure regulator V465
Air filter
Exhaust manifold
Charge pressure
sender G31 with
intake air tempera-
ture sender G299
Charge air path
Throttle valve
SP74_09
module J338
Intake manifold pressure
sender G71 with intake air
temperature sender G42
Intake manifold with charge air cooler
Differences to the 1.4 ltr. TSI engine
On the 1.2 ltr. TSI engine, the charge pressure The rapid response of the electromotive actuat-
control is stepless and is carried out via an elec- ing element greatly reduces the undesirable drop
tromotive actuating element. This constructive in speed of the turbocharger, for example when
solution replaces the use of a solenoid valve for braking. Therefore, the circulating air valve for
the charge pressure control N75 and the pres- the turbocharger N249 is not needed.
sure vessel.
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Turbocharger module
The 1.2 ltr. TSI engine has a very good response Similarly, the purging of the remaining gas from
and achieves a relatively high torque already at the combustion chamber can be intensively as-
low speeds, just as the previous TSI engines. sisted.
The demands on the performance of the tur- There are relatively narrow limits for reducing
bocharger are particularly high for this engine the turbine geometry, because the demand on
as the unit disposes of no camshaft adjustment the charge pressure (required charge pressure)
and no variable engine timing. Thus, there is no and thus on the exhaust gas back pressure is
possibility to increase the cylinder charge and greater for the two-valve swirling combustion
therefore the charge pressure at different engine process than for a four-valve tumble-supported
speeds via a larger valve overlap. combustion process.
electric charge pressure regulator V465
unless authorised by ŠKODA AUTO A. S. ŠKODA Turbine
AUTO A. wheel
S. does not guarantee or accept any liability
Bypass valve
Compressor wheel
SP74_36
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Electric bypass valve
An instantaneous load change is a decisive qual- The adjustment of the bypass valve is performed
ity criterion for turbo engines. The rapid and pre- by an electrically operated control motor and is
cise control of the bypass valve on the exhaust therefore much faster than on the previously used
turbocharger is therefore of great importance. solenoid valve for charge pressure control N75
Instead of the previously used pneumatic actuat- and a pressure capsule. The adjustment time
ing elements (pressure vessel), an electrically from stop to stop is only 80 ms.
operated wastegate actuator for charge pres- Another advantage is that the bypass valve can
sure control is fitted on the 1.2 ltr. TSI engine. be adjusted to each position at any time. As a
This newly developed actuating element shows result of this, the minimum charge pressure in
advantages with respect to previous systems in front of the throttle valve can be decreased by
all major performance criteria. about 0.03 MPa. This leads to less pumping work
and the fuel consumption in the partial load range
drops noticeably.
Bypass valve
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It functions as follows
Bypass valve is closed
A certain amount of charge pressure is required
depending on the torque demand. The bypass Bypass valve electric charge pres-
sure regulator V465
valve remains closed until this required charge
pressure is reached. Thus, the total exhaust flow
is directed towards the turbine wheel and drives
it. The turbine wheel is connected to the com-
pressor wheel of the fresh air side via a common
shaft. This compresses the drawn-in air until
the required charge pressure is reached.
SP74_10
Exhaust manifold
Once the required charge pressure is reached, it

Bypass valve is opened
is maintained by opening and closing the waste-
gate. It is possible to set the wastgate in any
position, fully opened to completely closed, using
the electrically operated control motor.
When the bypass valve opens, a portion of
the exhaust flow is guided past the turbine wheel.
The wider the bypass valve opens, the more
exhaust flows past the turbine wheel without driv-
ing it. Thus the speed of the two turbine wheels,
which are connected, decreases. The drawn-
in air is no longer as densely compressed and
the charge pressure drops.
SP74_11
Another advantage is that the electric actuating element exerts an operating force
on the bypass valve up to three times greater than the previously used solenoid
valve for charge pressure control N75 with pressure vessel. Through this, the by-
pass valve can be kept completely closed, for example, even under unfavourable
pressure fluctuations in the exhaust manifold. This is how the required charge pres-
sure can also be maintained constant even during fast acceleration.
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Venting the crankcase
Ventilation of the crankcase
Purging of the crankcase is ensured by the crank-

case ventilation and thus the formation of water
in oil is reduced. The ventilation is performed via
a hose leading from the air filter to the cylinder
head cover.
The non-return valve ensures a continuous air

supply and prevents direct and unfiltered suction
of the so-called blow-by gases from the crank-
case.
The non-return valve also has a safety function.
If there is an overpressure in the crankcase,
the non-return valve opens, preventing in this
way that the gasket will be damaged by the over-
pressure.
Air supply from the air filter SP74_32
Venting the crankcase

Pipe line of the blow-by gases
On the 1.2 ltr. TSI engine, the crankcase vent-
ing system is integrated in the cylinder block and
the cylinder head.
The gases flowing out of the crankcase (the
so-called blow-by gases) are directed through a
chamber system
with respect to thewhich isofintegrated
correctness indocument.
information in this the cylin-
Copyright by ŠKODA AUTO A. S.�
der block. This is where the oil is separated from

the gases. Next, the gases flow into the cylinder
head and the cylinder head cover and from there
into the intake manifold in front of the compressor
wheel in the turbocharger.
Pipe line of the blow-

by gases to the intake
manifold
SP74_33
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Oil separator
On combustion engines the pressure differences

between the combustion chamber and the crank-
case produce air flows, the so-called blow-by
gases, between the piston rings and the cylinder
running surface. These oleiferous blow-by gases
are lead back again via the crankcase venting
system into the suction area so that they do not
escape into the ambient air and pollute the envi-
ronment.
The blow-by gases contain harmful oil particles

which must be effectively separated. On the
1.2 ltr. TSI engine, this is ensured by the oil sepa-
rator which is integrated in the cylinder block.
A large part of the oil separator consists of a
plastic housing which is bolted to the cylinder
block. The other part of the oil separator is di-
rectly integrated in the cylinder block.
part of the oil sepa-

rator integrated in
the cylinder block
SP74_34
Plastic housing of the oil separator

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Cooling systems
The 1.2 ltr. TSI engine has two independent cooling systems, except for two connection points, just
as the 1.4 ltr. TSI engine. One system for cooling the engine as always and a second one for cooling
the charge air. A common expansion reservoir can be installed using the two connection points.
The temperature difference between the engine cooling system and the charge air cooling system can
be up to 100°C.
Engine cooling system Charge air cooling system
• mechanical coolant pump with shut-off mecha- • electrical pump for coolant circulation V50
nism • liquid-operated charge air cooler within
• Two-circuit cooling system for various coolant the suction pipe
temperatures in the cylinder head and the cyl- • Cooling of the exhaust turbocharger
inder block (two thermostats)
• Coolant distributor housing with two thermo-
stats
b Legend
a Expansion reservoir
a b Heat exchanger for heating
c electrical pump for coolant circula-
k tion V50
d liquid-cooled charge air cooler
within the suction pipe
c e Thermostat 1 for the cylinder head
f Thermostat 2 for the cylinder block
g d e g mechanical coolant pump with
shut-off mechanism
k h Exhaust turbocharger
i Additional cooler of charge air sys-
f tem
j Cooler
k Non-return valve
l Throttle
m h l m Oil cooler
Charge air cooling system

Engine cooling system
i j
SP74_12
Venting the cooling system takes place either with the cooling system filling device
-VAS 6096- or via the controlled function "fill up and vent cooling system".
Please observe the instructions in ELSA during all service work.
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Engine cooling system
The 1.2 ltr. TSI engine uses a proven two-circuit cooling just as the 1.4 ltr. TSI engine. The separate
flow of the coolant in the cylinder head and the cylinder block enables a different control of the tem-
perature in both components. The coolant flow is controlled by two thermostats in the coolant distribu-
tor housing. One thermostat for the cylinder head and another one for the cylinder block.
The two-circuit cooling system has the following

advantages:
• The lower temperature level (87°C) in the cyl-
• The cylinder block is more rapidly heated, be- inder head allows a better cooling of the com-
cause the coolant will remain in the cylinder bustion chambers. This ensures a better filling,
block until it reaches 87°C (the fast heating up a lower risk of engine knocking and fewer
of the cylinder walls reduces the emissions of nitrogen oxide emissions.
hydrocarbons).
• The higher temperature level in the cylinder block
leads to less friction in the crank assembly.
The thermostat for the cylin-

der head opens at 80°C.
The thermostat for the cylin-

der block opens at 87°C. Vacuum line
mechanical coolant
pump with shut-off
mechanism
SP74_35
In order to further reduce the energy or fuel consumption and therefore the CO2
emissions on the 1.2 ltr. TSI engine, a mechanical coolant pump with shut-off mech-
anism is used, which does not deliver any coolant into the circuit during the warm-
ing-up phase. For that reason, the inflow of coolant in the cylinder block and the cyl-
inder head is closed off, vacuum-operated, using a bezel.
GB
26
SSP74_GB.indd 26 11.1.2010 13:13:47

Mechanical coolant pump with shut-off mechanism
On the 1.2 ltr. TSI engine, a mechanical coolant

pump with shut-off mechanism is fitted for quickly
warming up the fuel to operating temperature.
Therefore the coolant pump is not switched on
during the warming-up phase of the engine until
the temperature of 87°C is reached. In such a
way, the coolant does not circulate in the whole
engine circuit and the engine reaches the operat-
ing temperature quicker, which in turn positively
influences the fuel consumption, the CO2 emis-
sions and the exhaust gas quantity.
SP74_13
electromagnetic
Protected by copyright. Copying control
for private or commercial valve
purposes, for
in part mechanical
or in whole, coolant
is not permitted
unless authorised by ŠKODA coolant
AUTO A. S. pump
ŠKODAN513AUTO A. S. does not guaranteepumpor acceptwith shut-off
any liability
mechanism
Function Vacuum line to the electro-

magnetic control valve for
Coolant pump coolant pump N513
- without coolant delivery:
The control valve for the coolant pump N513 is Diaphragm

actuated by the engine control unit and opens to
allow the supply into the intake manifold. A dia-
phragm, which is connected to the control spool
via the piston rods, is actuated by the vacuum
generated from the intake manifold. The control
spool moves towards the fan wheel of the pump
through the vacuum effect and thus blocks
the coolant supply from entering the engine
circuit.
Piston rod
Control spool SP74_14
Fan wheel
the coolant flow is closed off by the control spool
GB
27
SSP74_GB.indd 27 11.1.2010 13:13:48

Coolant pump
- with coolant delivery:
Spring
The engine control unit closes the control valve
for coolant pump N513 and no vacuum is exerted
on the diaphragm of the pump. The springs press
the diaphragm and thus the connected control
spool into the initial position. The fan wheel of
the pump is loosened and the coolant is deliv-
ered back into the engine circuit.
In order to switch the coolant pump on again,

the valve N513 is closed and opened several
times per second at an interval of approx. seven
seconds.
This ensures that the control spool does not
straddle when it is pushed back and the fan
wheel is not completely loosened.
Control spool
SP74_15
the fan wheel delivers
the coolant into the circuit
total coolant flow rate
GB
28
SSP74_GB.indd 28 11.1.2010 13:13:49

Lubrication system
Duocentric oil pump
The duocentric oil pump is located under the cyl-

inder block and is driven by the crankshaft via a
maintenance-free toothed chain drive.
The pressure control in the oil circuit is performed

via a dual piston valve with spring. The oil pres-
sure in the engine is regulated by three forces
which act on the valve:
- Spring force
- Force of the oil at the pump outlet
- Force of the oil in the main oil duct in the cylin-
der block
With this control system, the oil pressure in

the lubrication system is almost independent of
the degree of oil filter clogging and at the same
time the oil pulsations in the lubrication system
are reduced.
SP74_31
Force of the oil from

the main oil duct in
the cylinder block
SP74_48
Spring force
Force of the oil at the pump outlet
GB
29
SSP74_GB.indd 29 11.1.2010 13:13:50

Oil filter: Spin-on cartridge filter
On the 1.2 ltr. TSI engine, the oil filter is secured Oil filter
to the holder of the generator and is very well
positioned for the service work.
During a filter change, the so-called spin-on

cartridge filter including a diaphragm valve and a
non-return valve ensure that the oil from the filter
area flows back into the oil pan via a channel in
the holder of the generator and in the cylinder
block.
This prevents the oil from getting onto the ex-
terior surface of the engine below the filter and
primarily onto the three-phase generator.
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or acceptSP74_51 any liability
Holder of generator
Oil filter element Bypass valve
Non-return valve
special attachment for Diaphragm valve

draining the oil from the
area below the oil filter
when changing the filter
SP74_49
Channel for the return
flow of oil into the oil pan
GB
30
SSP74_GB.indd 30 11.1.2010 13:13:53

Disc-type oil cooler
The oil cooler as well as the oil filter is fixed to

the holder of the generator.
The coolant is supplied (hose-free) to the oil
cooler - from the cylinder head through a chan-
nel located in the holder of the generator. The
coolant from the oil cooler is discharged through
a hose. The oil is supplied to the oil cooler and is
discharged by means of channels leading from
the cylinder block into the holder of the generator.
The oil which flows into the oil filter is already
cooled.
Holder of generator
The holder of the generator is equipped with a

system of channels leading to the oil and coolant
lines.
Holder of generator
Exit of the filtered

out oil for the bear-
ing lubrication of the
turbocharger
Oil supply to the oil cooler
Coolant supply to the

oil cooler
Entry of the
unfiltered oil
SP74_50
Entry of the filtered out oil
into the cylinder block
Channel for draining the oil into the oil pan
when changing the oil filter cartridge
GB
31
SSP74_GB.indd 31 11.1.2010 13:13:58

Engine control system
System overview
Sensors
Intake manifold pressure sender G71 with intake air

temperature sender G42
Charge pressure sender G31 with intake air tempera-

ture sender G299
Engine speed sender G28
Hall sender of camshaft G40
Throttle valve control module J338/

Throttle valve drive angle sender 1 G187/
Throttle valve drive angle sender 2 G188
Accelerator pedal position sender G79/
Accelerator pedal position sender 2 G185
Clutch position sender G476
CAN data bus of

drive train
Brake pedal position transmitter G100
Fuel pressure sender - high pressure G247
Knock sensor 1 G61
Coolant temperature sender G62 GATEWAY

J533
Radiator outlet coolant temperature sender G83
Lambda probe G39
Lambda probe after the catalytic converter G130
Pressure sensor for brake booster G294

Diagnostic
connection
Oil level and oil temperature sender G266
Position sender for charge pressure regulator
GB
32
SSP74_GB.indd 32 11.1.2010 13:13:59

Actuators
Fuel pump control unit J538/

Fuel pump G6
Injection valves N30, N31, N32, N33
Engine control unit

J623 with ambient Ignition module N152
pressure sender
Throttle valve control module J338/

Throttle valve drive for electric throttle control G186
Current monitoring relay for engine components J757
Fuel pressure control valve N276
Control unit in
dash panel insert
J285
Activated charcoal filter system solenoid valve N80
CAN data
bus dash Lambda probe heater Z19
panel insert
Exhaust gas warning lamp K83
Bulb failure warning light of right brake
Lambda probe heater 1 after catalytic converter Z29
electromagnetic control valve for coolant pump N513

and tail light K132
Additional coolant pump relay J496/

Pump for coolant circulation V50
SP74_19
GB
33
SSP74_GB.indd 33 11.1.2010 13:14:00

The engine control unit J623

The 1.2 ltr. TSI engine is equipped with the en-
gine control unit Continental Simos 10.1.
Compared to the 1.6 ltr. FSI engine, additional
functions include for example the charge pres-
sure control, a Winter Driving Program, the circu-
lation pump control and the snap-action lambda
probe control.
The engine runs in three operating modes:

• Supercharged homogeneous charge
• Double injection at full load
• Double injection catalytic converter heating SP74_20
The emission-related faults are indicated by the exhaust gas warning lamp K83 and
the functional faults in the system are indicated by the bulb failure warning light of
right brake and tail light K132.
When the vehicle is stationary, the engine speed is limited to approx. 4000 rpm to
protect the clutch.
GB
34
SSP74_GB.indd 34 11.1.2010 13:14:00

Injection control
Fuel high pressure pump
Fuel supply
Engine control unit
SP74_17 Fuel rail
Injection
valves
Double injection Idle to full load Catalytic

up to 3000 rpm converter
heating
Double unless
injection
authorisedat full load
by ŠKODA Double
AUTO A. S. ŠKODA AUTO A. S. does not guarantee injection
or accept any liability catalytic converter heating
An undesirable, uneven mixture distribution par- Here, the double injection ensures a faster heat-
tially occurs on engines with direct petrol injec- ing of the catalytic converter (homogeneous
tion at speeds up to 3000 revolutions per minute catalytic converter heating). In this way, the cata-
and at full load. This is prevented by a targeted lytic converter reaches its operating temperature
double injection and in addition a torque increase more quickly, thus increasing the smooth running
of 1 to 3 Nm is achieved. Furthermore, the double of the engine after a cold start and furthermore
injection leads to a more even mixing (homoge- reducing the emissions of hydrocarbons (HC).
neity) of the fuel-air mixture and thus to a better Therefore, the homogeneous catalytic converter
combustion. heating leads to an overall improvement of the
exhaust gas quality and a reduction of the fuel
The injection cycles are performed in the double consumption.
injection mode from idle up to full load and at a
speed of maximum 3000 revolutions per minute.
GB
35
SSP74_GB.indd 35 11.1.2010 13:14:01

Charge pressure control

The charge pressure control determines the air mass which is compressed by the exhaust turbo-
charger and guided into the cylinder. Two intake manifold pressure senders, each one comprising an
intake air temperature sender, are combined in the intake system for a relatively precise charge pres-
sure control.

with position sender for charge pressure regulator
Charge pressure
sender G31
with intake air
temperature sender
G299
Ambient pres-
sure sender
in the engine
control unit
Intake manifold pressure

sender G71 with intake
SP74_41 air temperature sender
G42
Charge pressure sender G31 with intake Intake

airby copyright.
Protected manifold
Copying for pressure
private or commercial purposes,sender G71iswith
in part or in whole, not permitted
temperature sender G299 intake air temperature sender G42
The charge pressure is controlled with the charge The air mass behind the charge air cooler is
pressure sender G31. The intake air temperature calculated by the engine control unit using the in-
sender G299 serves as a correction value for take manifold pressure sender G71 with the in-
the charge pressure, whereas the temperature take air temperature sender G299. Depending on
influences the density of the charge air. This the calculated air mass, the charge pressure is
sensor also has a safety function: the charge adapted according to the performance map and
pressure is down-regulated for the protection of increased to a definite pressure of 2.1 bar.
the components if the temperatures are too high.
GB
36
SSP74_GB.indd 36 11.1.2010 13:14:02

Ambient pressure sender
The ambient pressure sender is integrated in the engine control unit and measures the surrounding
air pressure. This is used as a correction value for the charge pressure control, whereas the density
of the suctioned air decreases with increasing height.
The course of the charge pressure control
The engine control unit calculates the value

needed for the charge pressure based on the re-
quired torque. If the actual value of the charge
pressure differs from the specified value,
the electric charge pressure regulator V465
either opens the wastegate flap more (the charge
pressure drops) or closes it more (the charge
pressure rises).
SP74_42
Bypass valve is closed Engine control

unit
Electric motor with ad-
The electric charge pressure regulator V465 is justment mechanism
not energized.
In order to determine the required charge pres- Linkage of
sure, the engine control unit calculates the dis- the bypass
tance needed to adjust the bypass valve and valve
operates the electric charge pressure regulator or
its electric motor using theProtected
PWMbysignal.copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
In order to determine the distance forbyadjust-
unless authorised ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
ing the flap of the bypass valve and thus set the
required charge pressure, a position sender for
charge pressure regulator is installed in the elec-
tric charge pressure regulator V465. A Hall
sender is connected to the adjustment mecha-
nism via a lever arm.
SP74_46
Hall sender Permanent magnets
GB
37
SSP74_GB.indd 37 11.1.2010 13:14:03

Bypass valve is opened
The electric charge pressure regulator V465 is Engine control

energized. unit
The spring presses the permanent magnets
against the lever arm, which operates the bypass
valve together with the linkage. Both magnets
move past the Hall sender each time the bypass Linkage opens
valve is adjusted. the flap of the
bypass valve
The encoder electronics or the engine control
unit determines the position of the adjustment
mechanism according to the intensity of the
magnetic field and thus the position of the bypass
valve as well.
Lever arm
SP74_47
Hall sender Spring
GB
38
SSP74_GB.indd 38 11.1.2010 13:14:04

Coolant pump control solenoid
valve N513
The coolant pump control solenoid valve N513
is fixed to the side wall of the intake manifold electromagnetic control valve for
coolant pump N513
module.
Function
The solenoid valve N513 is operated by the

engine control unit using the PWM signal. Ac-
cording to this signal, the valve opens or closes
the entry into the intake manifold and thus con-
trols the vacuum, which determines the activation
and deactivation of the coolant pump.
Influence of signal failure
When the solenoid valve N513 fails, the cool-

ant pump can be activated and deactivated as
needed.
SP74_37
If the coolant pump is deactivated in case of
failure of the solenoid valve N513, the coolant Intake manifold mechanical coolant pump
temperature rises to unacceptable levels as no module with shut-off mechanism
coolant circulation is ensured in the engine cir-
cuit. The exhaust gas warning lamp K83 lights up
in the dash panel insert.
If the coolant pump is activated in case of failure

of the solenoid valve N513, the heating up of
the coolant or the engine to operating tempera-
ture takes longer.
GB
39
SSP74_GB.indd 39 11.1.2010 13:14:05

Ignition module N152
The ignition module N152 serves to build up and

control the high voltage for the spark plugs and is Ignition module N152
screwed onto the intake manifold module.
Function
The ignition module has the task to ignite

the mixture in the cylinder at the right mo-
ment (the so-called ignition angle) by means of
the spark plugs. The ignition angle is separately
controlled for each cylinder.
Influence of signal failure
In case the ignition module fails, the engine

switches off. The fault is entered in the fault
memory of the engine control unit and the ex-
haust gas warning lamp K83 lights up in the dash
panel insert. SP74_38
Intake manifold module
GB
40
SSP74_GB.indd 40 11.1.2010 13:14:06

Notes
GB
41
SSP74_GB.indd 41 11.1.2010 13:14:07

Wiring diagram
Wiring diagram
J519
J681
S S S S S S S S S S
V192
N80 N513 N276 G39 Z19 G130

G100
Z29 G476
T60/35
T60/19
T94/78
T94/56
T94/57
T94/62
T94/34
T94/43
T94/10
T94/92
T94/24
T94/19
T60/20
T94/79
T94/29
T94/7
V50
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee J623 or accept any liability
T60/25
T60/10
T94/1
T94/2
A
T60/7
T60/22
T60/8
T60/57
T60/54
T60/53
T60/29
T60/40
T60/23
T60/39
G247
G61 G31
G299
N152 G62 G40
SP74_39
A Battery G185 Accelerator pedal position sender 2

G1 Fuel gauge G186 Throttle valve drive
G28 Engine speed sender G187 Throttle valve drive angle sender 1
G31 Charge pressure sender G188 Throttle valve drive angle sender 2
G39 Lambda probe G247 Fuel pressure sender - high pressure fuel
G40 Hall sender of the camshaft sensor pressure sender
G42 Intake air temperature sender G294 Pressure sensor for brake booster
G61 Knock sensor 1 G299 Intake air temperature sender 2
G62 Coolant temperature sender G476 Clutch position sender
G71 Intake manifold pressure sender J338 Throttle valve module
G79 Accelerator pedal sender J519 Onboard supply control unit
G83 Coolant temperature sender at radiator outlet J533 Data bus diagnostic interface (GATEWAY)
G100 Brake pedal position transmitter J538 Fuel pump control unit
G130 Lambda probe after the catalytic converter J623 Engine control unit
GB
42
SSP74_GB.indd 42 11.1.2010 13:14:07

J519
S S S
J533
N30 N31 N32 N33 S G7 G185
G G6
J538
T94/3+5
T60/31
T60/33
T60/48
T94/30
T94/83
T94/35
T94/82
T94/61
T94/81
T94/68
T94/67
T94/11
J285 G1
J285
T60/32
T60/49
T60/47
T60/34
T60/46
J623
T60/43
T60/45
T60/60
T60/36
T60/51
T60/17
T60/16
T60/12
T60/41
T60/44
T60/24
T60/13
T60/42
T60/55
T60/27
T94/36
T94/14
T94/58
T94/13
G71
G42
J338
V465 G28 G83 G294 G187 G188 G186
SP74_40
J681 Voltage supply relay, terminal 87 Plus

N30-33 Injection valve for cylinders 1-4
Earth
N80 Activated charcoal filter system solenoid valve
N80 Activated charcoal filter system solenoid valve Input signal
N152
Protected Ignition
by copyright. module
Copying for private or commercial purposes, in part or in whole, is not permitted
Output signal
N276 Fuel pressure control
with respect to the correctness of information valve
in this document. Copyright by ŠKODA AUTO A. S.�
N513 Coolant pump control solenoid valve CAN data bus
S Fuse
V50 Cooling fluid pump for after-cooling
V192 Brake vacuum pump
V465 Electric charge pressure regulator
GB
43
SSP74_GB.indd 43 11.1.2010 13:14:07

74
List of Self-Study Programmes so far
No. Title No. Title
1 Mono-Motronic 51 2.0 ltr./85 kW petrol engine with balancing shaft and
2 Central locking two-stage suction line
3 Vehicle alarm 52 ŠkodaFabia; 1.4 ltr. TDI engine with unit injection
4 Working with electrical plans system
5 ŠKODA FELICIA 53 ŠkodaOctavia; Vehicle presentation
6 Safety of the ŠKODA vehicles 54 ŠkodaOctavia; Electrical Components
7 Principles of ABS - not published 55 FSI petrol engines; 2.0 ltr./110 kW and
8 ABS - FELICIA 1.6 ltr./85 kW
9 Protection against starting with transponder 56 Automatic gearbox DSG-02E
10 Air conditioning in the vehicle 57 Diesel engine; 2.0 ltr./103 kW TDI with pump-nozzle
11 Air conditioning FELICIA unit, 2.0 ltr./100 kW TDI with pump-nozzle unit
12 1.6 engine - MPI 1AV 58 ŠkodaOctavia, Chassis and electromechanical
13 Four-stroke diesel engine power-assisted steering
14 Power-assisted steering 59 ŠkodaOctavia RS, 2.0 ltr./147 kW FSI turbo engine
15 ŠKODA OCTAVIA 60 2.0 ltr./103 kW 2V TDI diesel engine; solid particle
16 1.9 ltr. TDI diesel engine filter with additive
17 ŠKODA OCTAVIA Convenience electronic system 61 Radio navigation systems in the Škoda
18 ŠKODA OCTAVIA mech. gearbox 02K, 02J 62 ŠkodaRoomster; Vehicle presentation – part l
19 1.6 ltr. and 1.8 ltr. petrol engines 63 ŠkodaRoomster; Vehicle presentation part ll
20 Automatic gearbox - fundamentals 64 ŠkodaFabia II; Vehicle presentation
21 Automatic gearbox 01M 65 ŠkodaSuperb II; Vehicle presentation part l
22 1.9 ltr./50 kW SDI diesel engines, 66 ŠkodaSuperb II; Vehicle presentation part ll
1.9 ltr./81 kW TDI 67 2.0 ltr./125 kW TDI diesel engine with Common Rail
23 1.8 ltr./110 kW and 1.8 ltr./92 kW petrol engines injection system
24 OCTAVIA, CAN BUS data logger 68 1.4 ltr./92 kW TSI petrol engine with turbo drive
25 OCTAVIA - CLIMATRONIC 69 3.6 ltr./191 kW FSI petrol engine
26 OCTAVIA - Vehicle safety 70 All-wheel drive with Haldex coupling of the
27 OCTAVIA - 1.4-ltr./44 kW engine and gearbox 002 lV generation
28 OCTAVIA - ESP - fundamentals, design, functions 71 ŠkodaYeti; Vehicle presentation part l
29 OCTAVIA 4 x 4 - all-wheel drive 72 ŠkodaYeti; Vehicle presentation, part ll
30 2.0 ltr. 85 kW and 88 kW petrol engines 73 LPG system in Škoda vehicles
31 Radio navigation system - design and function 74 1.2 ltr./77kW TSI petrol engine with turbocharger
32 ŠKODA FABIA - technical information
33 ŠKODA FABIA - electrical units
34 ŠKODA FABIA - electro-hydraulic power-assisted
steering
35 1.4-ltr. - 16
unless V 55/74
authorised kW AUTO
by ŠKODA petrol engines
A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
36 ŠKODA withFABIA
respect to-the
1.9 ltr. TDIofUnit
correctness injection
information in this document. Copyright by ŠKODA AUTO A. S.�
37 Mechanical gearbox 02T and 002
38 ŠkodaOctavia; model 2001
39 Euro-On-Board-Diagnosis
40 Automatic gearbox 001
41 Six-speed gearbox 02M
42 ŠkodaFabia - ESP
43 Emissions in the exhaust gases
44 Extended service intervals
45 Three-cylinder petrol engines 1.2 ltr.
46 ŠkodaSuperb; Vehicle presentation; part l
47 ŠkodaSuperb; Vehicle presentation; part ll
48 ŠkodaSuperb; 2.8-ltr./142 kW V6 petrol engine
49 ŠkodaSuperb; 2.5 ltr./114 kW TDI V6 diesel engine
50 ŠkodaSuperb; automatic gearbox 01V
Only for the internal use in the service network ŠKODA.

All rights reserved. Subject to technical modification.
This paper was made out of
S00.2002.74.20 GB Technical status 10/2009 chlorine-free bleached cellulose.
© ŠKODA AUTO a.s. http://portal.skoda-auto.com
GB
44
SSP74_GB.indd 44 11.1.2010 13:14:07

SSP 074 1,2 CBZB 77kW TSI Petrol Engine With Turbocharger

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SSP 074 1,2 CBZB 77kW TSI Petrol Engine With Turbocharger

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Service 74

1.2 ltr./77kW TSI petrol engine

SSP74_GB.indd 1 11.1.2010 13:13:18

SSP74_GB.indd 2 11.1.2010 13:13:21

Brief description of the engine 4

Mechanical part of the engine 6

Engine control system 32

You will find the instructions for the assembly

The time for going to press was on the 10/2009.

SSP74_GB.indd 3 11.1.2010 13:13:23

SSP74_GB.indd 4 11.1.2010 13:13:24

Engine code CBZB

Power output and torque curve

0 1000 2000 3000 4000 5000 6000 7000

SSP74_GB.indd 5 11.1.2010 13:13:25

1,4l Cylinder block -14,5kg

other components -2,5kg

SSP74_GB.indd 6 11.1.2010 13:13:25

Advantages of the structure:

Internal wall of the cylinder block Cylinder body

profiled cylinder bush Cylinder block

SSP74_GB.indd 7 11.1.2010 13:13:28

Guidance of the oil level gauge

Cylinder head Oil level gauge

Channel for oil

SSP74_GB.indd 8 11.1.2010 13:13:28

SSP74_GB.indd 9 11.1.2010 13:13:31

Outer wall of web

Connecting rod bearing

HOE – Transition radii

Conventional method for transition radii Transition radii HOE

SSP74_GB.indd 10 11.1.2010 13:13:32

Conrods Bearing shell

The large conrod eyes are separated by fractures

SSP74_GB.indd 11 11.1.2010 13:13:34

Chain drive of the camshaft and the oil pump

Camshaft Chain wheel of

Chain wheel of oil

SSP74_GB.indd 12 11.1.2010 13:13:36

top part of the chain

bottom part of the trim

specific uncoated aluminum

SSP74_GB.indd 13 11.1.2010 13:13:36

The cylinder head has a roof-shaped combus- vertical engine axis

Inlet valve - diameter Exhaust valve - diam-

SSP74_GB.indd 14 11.1.2010 13:13:37

The two-valve swirling combustion process oper-

flowing air Swirl motion is increased

SSP74_GB.indd 15 11.1.2010 13:13:40

BDC TDC BDC

Crankshaft angle [°]

Implementation of the requirements:

SSP74_GB.indd 16 11.1.2010 13:13:41

Magnitude of influence on the mixture formation:

Each injection valve of the 1.2 ltr. TSI engine has

SSP74_GB.indd 17 11.1.2010 13:13:41

Intake manifold with charge air cooler

cold charge air

SSP74_GB.indd 18 11.1.2010 13:13:41

Bypass valve with electrically operated

Charge air path

Differences to the 1.4 ltr. TSI engine

SSP74_GB.indd 19 11.1.2010 13:13:42

electric charge pressure regulator V465