A name a commitment!

Automobile development has been a KODA commitment since 1905. Even in those days, the trade press wrote enthusiastically above the Laurin & Klement Model A: Solidly built, dependable and fast!

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LAURIN & KLEMENT

These are the criteria which have characterized the development of dependable everyday cars up to the present time.
KODA FELICIA
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The koda Fabia is the first brand in the VW Group to be produced on the new subcompact platform A04, and seamlessly carries on the proven KODA tradition. koda Fabia modern and yet timeless compact and yet spacious sporty and elegant rugged, solid and yet attractive

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KODA FABIA

We should like to present the engineering of this new model to you in this booklet and provide you with an overview of the new features.

Further Self-Study Programmes are available for more detailed information.

Contents
The Fabia Engine/Gearbox Combinations Engines Gearboxes Fuel System Running Gear Steering Brake System Electrical System Heating/Ventilation System Air Conditioning Service Dimensions KODA Logo 4 12 14 20 24 27 30 33 36 44 48 52 54 56

Service
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Service
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Service
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Service Service
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Service Service
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Srie evc

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You will find notes on inspection and maintenance, setting and repair instructions in the Workshop Manual.

The Fabia
A first look
The Fabia is the first model in the VW Group based on the subcompact platform A04. In terms of safety, quality, engines, running gear and equipment, the small one from Mlad Boleslav is a match for its big brothers.

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7 engines available from start of production

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A new generation of power steering systems

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Front suspension featuring McPherson struts and disc brakes

Safety steering column adjustable for height and length

The aerodynamically styled boy conceals a wide range of new technical features.

Decentralised vehicle network new components for electrical system, CAN-BUS, on board diagnosis

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New heating/ventilation system, with optional automatic air conditioning

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Safety body, belt tensioners and airbags offer a high level of safety

Rear suspension torsion beam axle, disc brakes in combination with more powerful engine

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The Fabia
Vehicle safety

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Active safety elements an optimised running gear offers high level of stability powerful engines dependable, adequately dimensioned brakes optional ABS good all-round vision through large windows, heated rear window, window wipers with intermittent setting, adjustable exterior mirrors balanced light concept see and be seen ergonomically positioned controls, driver seat and steering wheel individually adjustable, power-assisted steering child safety locks on rear doors

Passive safety elements passenger cell made of high-strength materials fullsize driver airbag passenger airbag available from Comfort equipment level optional side airbags front seat belts adjustable for height, with belt tensioners and belt force limiters rear 3-point seat belts, 2-point lap belt for 5th seat front and rear head restraints, front adjustable for height and angle, rear adjustable for height anchorage points for Isofix child seat system lashing eyes in boot automatic interruption to fuel supply if airbag deployed

The vehicle complies with all the requirements of the NCAP (New Car Assessment Program) of present and future international safety standards.

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.ru

Volkswagen, Skoda, Seat, Audi

Aerodynamics

cw = 0,31

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An aerodynamically styled body shape has an enormous impact on fuel consumption. In addition, it also has a positive influence on ride comfort by reducing wind noise! That is why particular emphasis has been placed on the aerodynamic development of the body. This challenging objective has been achieved by adopting a number of features, including: aerodynamically shaped front and rear bumpers and front integrated spoiler lip

The coefficient of aerodynamic drag cd is the measure for the aerodynamic quality of a shape. The Fabia is able to boast a cd of 0.31, which is an excellent achievement compared to its rival models. Close detailing work on the aerodynamics has made it possible to achieve an optimum figure of 0.60 m2 for the product of cd x A, which is critical for the aerodynamic drag.

A* = projected vehicle area

narrow body gaps and joints flush-mounted windows and headlamps the flattest possible underfloor bottom engine compartment panel tailgate with integrated spoiler lip
F = 1,93 m2

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*A=F

The Fabia
Body structure

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Safety cell + Deformation zones + Direct bonded windscreen and rear window +

Safety cell as rigid passenger (safety) cell offers a structurally stable survival space. Deformation zones as defined, deformed soft zones absorb the energy of the impact. Direct bonded windscreen and rear window integrated into the body, flush on the outside, form-fit design, enhanced dynamic stability.

Corrosion protection

Corrosion protection thanks to fully zinc-coated body panels and water-based paintwork, make it possible to provide a 10-year warranty against body perforation.

Applicable safety standards =

All requirements for new vehicles met

Enhanced passive safety

For the benefit of the occupants

SP32_108

The deformation-resistant passenger cell is the result of the combination of steel members of varying cross-section and stiffeners and reinforcements. The illustration shows the principal crosssections of the basic body structure.

Longitudinal and transverse members in the rear area transmit the forces impacting on the rear end in the event of a crash, to the front. The persons seated in the rear are protected. The floor area and fuel tank remain practically free of deformations. The B pillar is widely integrated into the door sill. Recessed rain channel. Large and well-rounded body outer panels. Seamless transition of bonnet windscreen roof.

The focal points in designing the body structure were: Continuous front longitudinal member structure up to the middle of the body. Transverse and diagonal stiffeners in the door shell to protect the occupants in the event of a side impact. The footwell cross member is designed to transmit on the forces in the event of a side impact.

The crashes for verification of the international applicable safety standards were conducted at an impact speed of 64 km/ h, whereas the standard lays down a speed of 50 km/h.

The Fabia
The restraint system and the airbags

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The standard equipment includes: Driver airbag, volume about 60 litres.

A passenger airbag, with a volume of about 100 litres, is standard equipment as from the Comfort equipment line. Side airbags with a volume of 12 litres, are available as optional equipment. Driver airbag, passenger airbag, side airbags and belt tensioners are deployed electrically by airbag control unit. For the side airbags, acceleration sensors are fitted on the right and left below the seats. The deceleration for the deployment of the airbags is detected in the airbag control unit. If the airbags are deployed, the fuel supply to the engine is automatically interrupted.

Front 3-point seat belts with belt tensioners and belt force limiters, adjustable for height. Belt tensioners in conjunction with side airbag are ignited electrically; or mechanically if side airbag is not deployed. Rear 3-point seat belts; 2-point lap belt for 5th seat. 3-point seat belts designed as inertia reel belts. Front head restraints adjustable for height and angle, rear restraints adjustable for height. Anchorage points on rear seat bench for Isofix child seat. Lashing eyes for luggage in boot.

10

The airbag system

The airbags are deployed on the basis of the deceleration which occurs, the angle of the impact and the side on which the impact occurs. The belt tensioners are activated in the event of a frontal collision. Frontal collision The driver and front passenger airbags are deployed. The seat belt tensioners take up the belt slack. The fuel supply is automatically interrupted, the hazard warning light system and the interior lights are switched on. The doors are unlocked automatically.

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Side impact Only the side airbag on the side on which the impact occurs, is deployed. This considerably reduces the repair costs for eliminating the accident damage. The fuel supply is automatically interrupted, the hazard warning light system and the interior lights are switched on. The doors are unlocked automatically.

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11

Engine/Gearbox Combinations
Engine code letters Displacement Power output Engine management system Emission standard ARV/ATY 1.0 ltr. 37 kW/50 HP Simos 3PB ARV/EU2 ATY/D4; EU4 AME 1.4 ltr. 50 kW/68 HP Simos 3PB EU2 ATZ 1.4 ltr. 50 kW/68 HP Simos 3PA D4 EU4

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Note: The table presents the engine versions at the start of production. Other engines are envisaged, e.g. 2.0-ltr./88 kW engine. The emission standard EU4 comes into effect from the year 2005!
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Transmission 002 (with technical improvements)

12

AUA 1.4 ltr. 55 kW/75 HP Magneti Marelli 4LV EU4

AUB 1.4 ltr. 74 kW/100 HP Magneti Marelli 4LV EU4

ASY 1.9 ltr. 47 kW/64 HP SDI EU3

ATD 1.9 ltr. 74 kW/100 HP TDI EU3

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Gearbox 02T (a new development for engine torques up to 200 Nm)

Gearbox 02R (the familiar gearbox 02J, matched to the FABIA for engine torques up to 250 Nm) 13

Engines
1.0-ltr. engine (37 kW) ARV/ATY
The mechanical components Crankshaft mounted in 3 bearings The camshaft in the block is driven by a duplex roller chain Valve gear employing tappets, tappet rods and rocker arms, hydraulic valve clearance compensation Wet grey cast iron cylinder liners Aluminium die cast cylinder block

You can find further information in SSP 35.

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The engine management system Simos 3PB multipoint fuel injection Rotorless high-voltage distribution Sequential fuel injection Sender for engine speed and TDC recognition and camshaft position sensor

Technical data Type: Valves per cylinder: Displacement: Bore: Stroke: Compression ratio: Rated output: Max. torque: Emission control:
1000 2000 3000 n (1/min) 4000 5000 6000

Emission standard:
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Fuel:

4-cyl. inline engine 2 997 cm3 72 mm 61.2 mm 10 : 1 37 kW at 5000 rpm 84 Nm at 3250 rpm Catalytic converter, lambda control ARV/EU2 ATY/D4; EU4 Unleaded petrol 95 RON (91 possible, with reduced output)

14

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

The mechanical components The mechanical design of the engine is identical to that of the 1.4-ltr./44 kW engine. You can find further information in SSP 27. Modifications relate to the software in the engine management system.

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The engine management system Simos 3PB/3PA multipoint fuel injection Rotorless high-voltage distribution Sequential fuel injection

Technical data Type: Valves per cylinder: Displacement: Bore: Stroke: Compression ratio: Rated output: Max. torque: Emission control: 4-cyl. inline engine 2 1397 cm3 75.5 mm 78 mm 10 : 1 50 kW at 5000 rpm 120 Nm at 2500 rpm 2 catalytic converters, lambda control, ATZ with 2nd lambda probe AME/EU2; ATZ/D4; EU4 Unleaded petrol 95 RON (91 possible, with reduced output)

1000

2000

3000 n (1/min)

4000

5000

6000

Emission standard: Fuel:

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15

Engines
1.4-ltr. engine (55 kW) AUA
A representative of the new engine generation, new engineering combined with lightweight construction. The mechanical components Aluminium die cast crankcase Integral grey cast iron cylinder liners Cylinder head with camshaft housing and 2 overhead camshafts Exhaust camshaft driven by a toothed belt Valves operated by roller rocker fingers Duocentric oil pump, positioned directly at front journal area of crankshaft

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You can find further information in SSP 35.

The engine management system Magneti Marelli 4LV multipoint fuel injection Sequential fuel injection Rotorless high-voltage distribution

Technical data Type: Valves per cylinder: Displacement: Bore: Stroke: Compression ratio: Rated output: Max. torque: Emission control:
1000 2000 3000 n (1/min) 4000 5000 6000

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Emission standard: Fuel:

4-cyl. inline engine 4 1390 cm3 76.5 mm 75.6 mm 10.5 : 1 55 kW at 5000 rpm 126 Nm at 3800 rpm 2 catalytic converters, 2 lambda probes, exhaust gas recirculation EU4 Unleaded petrol 95 RON (91 possible, with reduced output)

16

1.4-ltr. engine (74 kW) AUB

The mechanical components Based on the 1.4-ltr./55 kW engine Differs from this in terms of higher-strength pistons cylinder head with larger inlet and exhaust ports, inlet module matched valve timing matched to camshafts modified exhaust system aluminium oil pan offers enhanced stiffness for higher-output power train
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You can find further information in SSP 35.

The engine management system Magneti Marelli 4LV multipoint fuel injection Sequential fuel injection Rotorless high-voltage distribution

Technical data Type: Valves per cylinder: Displacement: Bore: Stroke: Compression ratio: Rated output: Max. torque: Emission control: 4-cyl. inline engine 4 1390 cm3 76.5 mm 75.6 mm 10.5 : 1 74 kW at 6000 rpm 126 Nm at 4400 rpm 2 catalytic converters, 2 lambda probes, exhaust gas recirculation EU4 Unleaded petrol 98 RON (95 possible, with reduced output)

1000

2000

3000 n (1/min)

4000

5000

6000

7000

Emission standard: Fuel:

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17

Engines
1.9-ltr. engine (47 kW) ASY
The mechanical components Naturally-aspirated diesel engine Grey cast iron engine block Aluminium cylinder head Crankshaft mounted in five bearings Overhead camshaft, valves operated directly by camshaft (OHC) Oil filter with oil cooler Vacuum pump for producing the operating vacuum for the brake servo unit Intake manifold flap, electrically operated Camshaft and distributor injection pump driven by toothed belt

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The engine management system Injection hydraulics with electronic diesel control EDC 15 Bosch distributor injection pump Electric accelerator pedal control

Technical data Type: Valves per cylinder: Displacement: Bore: Stroke: Compression ratio: Rated output: Max. torque: Emission control:
1000 2000 3000 n (1/min) 4000 5000 6000

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Emission standard: Fuel:

4-cyl. inline engine 2 1896 cm3 79.5 mm 95.5 mm 19.5 : 1 47 kW at 4000 rpm 125 Nm at 1600 ... 2800 rpm Exhaust gas recirculation. oxidation catalytic converter EU3 Diesel, min. CN 49 PME, min. CN 48

18

1.9-ltr. engine (74 kW) ATD

The mechanical components Turbodiesel engine with charge air cooling Tandem pump for fuel supply and vacuum supply Grey cast iron housing Bucket tappets with hydraulic valve clearance compensation Each cylinder features a pump-nozzle unit, no distributor injection pump. High injection pressure of 205 MPa (2050 bar). Return fuel flow is cooled by means of a heat sink at the vehicle floor

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You can find further information in SSP 36.

The engine management system Electronic Diesel Control Bosch EDC 15P Pump-nozzle fuel injection

Technical data Type: Valves per cylinder: Displacement: Bore: Stroke: Compression ratio: Rated output: Max. torque: Emission control: 4-cyl. inline engine 2 1896 cm3 79.5 mm 95.5 mm 19.5 : 1 74 kW at 4000 rpm 240 Nm at 1900 ... 2400 rpm Exhaust gas recirculation. oxidation catalytic converter EU3 Diesel, min. CN 49 PME, min. CN 48

Emission standard: Fuel:

1000 2000 3000 n (1/min) 4000 5000 6000

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19

Gearboxes
Gearbox 02T
New!

Selecting and shifting based on the standard shift pattern

R1

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The gearbox is a new development and is designed for transmitting engine torques of up to 200 Nm.

Gearbox designation 02TA for petrol engines of 55 and 74 kW 02TB for diesel engine of 47 kW Distinction only in the internal ratio.

Technical highlights 5-speed manual gearbox Hydraulic clutch control, design based on gearbox 002 Manual gearbox and final drive form a single constructional unit; new materials used for achieving weight reductions Needle bearings for sliding gears in order to reduce the internal friction Double synchromesh for 1st and 2nd gear (improved shift quality) Internal shift mechanism (shift forks) is designed as a shift arm mechanism; shift shaft enters the gearbox from the top Transmission oil filled for entire service life; no oil change necessary Oil inspection plug in area of the differential

20

New!

The speedometer drive The speedometer is driven without any mechanical intermediate stages. No speedometer gear, no speedometer shaft. The information regarding the road speed of the vehicle is tapped directly at the differential housing by the speedometer sender G22. The differential housing is provided with reference marks for this purpose. The speedometer sensor takes the place of the speedometer shaft at the gearbox.
Speedometer sender G22

Reference marks at differential housing

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The information is passed electrically in the form of pulses from the speedometer sender to the control unit in the dash panel insert. It is processed there for indicating the vehicle speed and the distance. Advantage: Optimal accuracy of indications and smooth needle readings. You can find further information on the gearbox in SSP 37.

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21

Gearboxes
Gearbox 002
Gearbox designation 002H for 1.0-ltr./37 kW engines 002G for 1.4-ltr./50 kW engines The difference is in the inner transmission ratio. The gearbox is a further development of the gearbox described in SSP 27.

Highlights of the technical modifications The shift movements are transmitted into the gearbox from above. At the top on the gearbox there is a shift cover which houses the shift shaft for the internal shift mechanism and the relay of the shift movement. The gears are shifted by means of shift arms. The shift pattern is matched to the standard pattern. The external shift mechanism has been simplified. It has a similar operating principle to the cable shift mechanism in the OCTAVIA. A locking pin is provided at the shift cover with which it is possible to fix the shift shaft in a predefined position. This greatly simplifies the adjustment of the cable shift mechanism.

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R1
3
5

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Shift cover Shift shaft Selecting Shifting

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22

Shift mechanism
The shift movement is transmitted from the shift lever into the gearbox by means of two cables in all the gearbox versions. The principle used for relaying the shift movements from the hand shift lever to the gearbox shift lever is the same as that employed on the OCTAVIA.

4 3 1 R

2
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Selecting Shifting
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Engine/gearbox mounting
The engine/gearbox mounting is similar to the pendulum mounting (3-point mounting) familiar from the OCTAVIA. The engine and gearbox mounts are positioned around the pivot axis of the power plant. The pendulum support absorbs tensile and compressive forces. The bearing mounting brackets are matched to the particular engine type.
Engine mount with mounting bracket Gearbox mount with mounting bracket

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Pendulum support

23

Fuel System
Fuel tank

Activated charcoal filter Expansion tank (operating vent, refuelling vent) Fuel filler neck

Fuel delivery unit

Fuel filter with pressure regulator

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The fuel tank is made of plastic. It holds approx. 45 litres. Important! Fuel tank, filler neck and 2 expansion tanks (operating vent, refuelling vent) are a single unit. They cannot be separated. The fuel delivery unit is located in the fuel tank.

The following components are located directly at the fuel tank the fuel filter the activated charcoal filter.

Both are connected to the fuel tank by flexible plastic lines. The fuel pressure regulator is an integral part of the fuel filter. It is no longer positioned at the fuel rail of the engine.

24

Fuel tank vent system

Vent valve Unleaded petrol flap Vent line

Refuelling nozzle

Cap Gravity valve

Refuelling vent tank

Operating vent tank

Feed line, black Return-flow line, blue

Fuel filter Activated charcoal filter

M
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to engine

to engine

In contrast to the predecessor version, the activated charcoal filter is not located in the left rear wheelhouse, but behind the wheelhouse liner behind the right rear wing. Venting when refuelling When the cap is removed, the vent valve automatically shuts off the vent line to the operating vent tank. Fuel vapours from the fuel tank thus do not escape to atmosphere during refuelling. The unleaded petrol flap is opened by the refuelling nozzle. The air from the fuel tank is passed to the refuelling vent tank during refuelling and from there to the fuel filler neck. Venting when driving The unleaded petrol flap shuts off the filler neck by means of the spring tension. The cap on the filler neck pushes open the vent valve. Fuel vapours which form as a result of the fuel warming up, flow into the operating vent tank. These vapours pass through the opened vent valve and the filler neck, which is sealed off to atmosphere, through the gravity valve to activated charcoal filter where they are bonded.

25

Fuel System
Fuel filter with pressure regulating valve
Fuel filter and pressure regulating valve are a combined component. This is positioned directly at the fuel tank and is divided into a spring chamber and a filter chamber. The fuel pump pumps fuel into the filter chamber, the pressure regulating valve maintains the system pressure of 3 bar (0.3 MPa), which is effective in the fuel rail at the injectors. The fuel is metered to the filter by means of an orifice plate in order to maintain the pressure. If the pressure rises above 3 bar (0.3 MPa), the regulating valve to the spring chamber opens. Excessive pumped fuel flows back along the shortest path unfiltered through the regulating valve into the fuel tank without having to take the long way round through the engine compartment.
Return flow to fuel tank Filter chamber Regulating valve Spring chamber

New!

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to engine Feed from fuel pump

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Advantages: This makes it possible to eliminate the returnflow line from the engine to the fuel tank. The fuel which flows back is warmed up less, the temperature in the fuel tank remains lower and the quantity of evaporating fuel is reduced. The fuel flowing back is not filtered. The service life of the filter is extended.

Note: The fuel injection system in engine has been modified accordingly. The engine now has a fuel rail through which the fuel does not flow.

26

Running Gear
The running gear at a glance
New front suspension McPherson strut Subframe Subframe mounting bracket Track control arm CV joint shafts

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New wheel bearing unit at front wheels

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Double angular-contact ball bearing with integrated wheel hub

New rear suspension

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Torsion beam axle Double-wall member section Spring and shock absorber located one behind the other

Front brakes
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Disc brakes as standard Internally ventilated

Rear brakes
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Drum brakes for base version Disc brakes in combination with more powerful engines

Steering
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Rack-and-pinion steering Electrohydraulic power steering operating on a new principle for engines of 47 kW or more

New steering column Safety steering column Adjustable for height and length

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27

Running Gear

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Front suspension
Wheels located by means of McPherson struts With lightweight construction elements (die cast aluminium subframe mounting brackets) Anti-roll bar New wheel bearing generation Axle nut made of sheet metal with internal hexagon use only once! Sensor ring for ABS designed as pulse rotor with reader track, pressed into wheel bearing as part of wheel bearing seal The new wheel bearing of the front suspension Double angular-contact ball bearing with integrated wheel hub Preload is set by flanging the bearing inner race to the wheel hub. Positioning of wheel bearing in wheel bearing housing by means of ring with retaining lugs. These lock into a slot in the wheel bearing housing when pressed in.

28

Bearing outer race

Wheel bearing housing

Bearing inner race

Wheel hub

ABS sensor ring Ring with retaining lugs

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Note: When removed, the retaining lugs shear off. New wheel bearing required. Use the new special tool T10064 to install the new bearing only over the bearing outer race!

Rear suspension
The rear suspension is a torsion beam axle. The double-wall member section provides a hollow base member and ensures high stability for the axle. The arrangement of the spring and shock absorber one behind the other offers a greater through-loading width than a conventional suspension strut in the luggage compartment of the vehicle. The axle is attached by means of inclined, wheel toe-connecting rubber mounts, as are familiar from the OCTAVIA. On the one hand, this measure decouples the axle acoustically from the body which allows rolling noises from the wheels to be suppressed. On the other hand, the inclined position of the mount in combination with the special design, achieves a wheel toe correction when cornering which ensures optimal cornering. Sensor ring for ABS design as signal gear with reader track.

Wheel toe and caster are fixed by means of the design. The bearing brackets for attaching the axle are welded to the body. No provision is made for settings.

29

Steering
Electrohydraulic power steering
New!

Steering angle sensor

Power steering gear

Motor/pump unit
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Models fitted with the 47 kW engine or higher are provided as a standard feature with the new electrohydraulic power steering. In the conventional familiar power steering, the system pressure is built up by a hydraulic pump which is constantly operated by the vehicle engine. In the new steering system, the hydraulic pump is driven by an electric motor and is therefore independent of the vehicle engine.

The remaining design of the electrohydraulic power steering is similar to that of a conventional power steering system. The hydraulic control is also similar. A new feature is the steering angle-responsive steering force assistance. An additional sensor is provided for this purpose above the steering housing, which transmits the steering angle rate to the electronic control. In addition, the speed of the vehicle is also included in the analysis. This is transmitted over the CAN-BUS.

30

System overview
Warning lamp

Power steering sensor G250 Hydraulic control unit

Return-flow line Pressure line

Piston Hydraulic cylinder Reservoir Pressure limiting valve Gear pump

+30 +15 CAN CAN V

Power steering control unit Electric motor

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Road speed signal

The electrohydraulic motor/pump unit is a compact component which is installed in the left of the engine compartment. It consists of electric motor gear pump power steering control unit J500 hydraulic fluid reservoir

Output signal Input signal

Advantages of the electrohydraulic power steering: Improved comfort, easy to operate when parking and manoeuvring, but stiff steering at high speeds (safety factor) Fuel savings as operates independently of engine

Note: You can find a description of the design and operation in the Self-Study Programme 34.

31

Steering
Steering column
The steering column is bolted with a bearing bracket to the module carrier. It acts through 2 universal joints with a universal joint shaft on the steering gear. The universal joint shaft is mounted with the universal joint on the steering pinion of the rack-and-pinion steering. The universal joint shaft is a telescopic design. The universal joint shaft is secured at the steering pinion by means of a cross bolt. The mechanical steering wheel lock and the ignition lock housing are integral parts of the steering column. The geometry of the steering column in relation to the rack-and-pinion steering through the universal joint shaft and universal joints minimizes the risk of injuries to the driver in the event of a collision. No provision is made for repairs to the steering column (safety component). It is replaced complete.

Housing firmly bolted to bearing bracket Adjustable steering column

Ignition lock housing and steering wheel lock

Locking lever Universal joint shaft with universal joints Pivot point of angle adjustment
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Steering column adjustment The steering column can be adjusted manually for angle and length. Forward/back adjustment: Adjustment for rake: max. 45 mm max. 46 mm

45 mm
46 mm

Any individual setting is possible within these adjustment ranges. The steering column is locked in any desired setting by means of the locking lever positioned below the steering column.

SP32_53

32

Brake System
The brake system at a glance
Two-circuit brake system split diagonally (X brake circuit pattern) Bosch 5.7 antilock brake system Versions available: ABS ABS + MSR ABS + ASR ABS + ASR + MSR Front disc brakes, internally ventilated Rear drum brakes; disc brakes on models with more powerful engines Brake wear indicator (assigned to certain equipment versions)

New system of wheel sensors for detecting wheel speeds at the wheels

Location of components

ABS hydraulic unit

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Brake servo unit

SP32_46

Brake servo unit with brake master cylinder is positioned separate from the ABS hydraulic unit. The latter is located on the right next to the shock absorber dome.

Brake combination base version* Model with engine 1.0-ltr./37 kW 1.4-ltr./50 kW 1.4-ltr./74 kW 1.9-ltr./47 kW 1.9-ltr./74 kW Front brakes 13 disc brakes 14 disc brakes 14 disc brakes 14 disc brakes 14 disc brakes Rear brakes Drum brakes Drum brakes Disc brakes Drum brakes Drum brakes

*Other combinations depend on the model version

33

Brake System
Front brakes Internally ventilated disc brakes FS3 Brake disc 256 x 22 mm With brake wear indicator (on certain models) New sensor for detecting wheel speed for ABS Active sensor located in a drilled hole in wheel bearing housing, with matching piece as part of wheel bearing seal and interference-fitted into wheel bearing.

Note: You can find further information on new wheel sensors in SSP 33.
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Rear brakes

Drum brakes Brake drum 200 mm Self-adjusting New sensor for detecting wheel speed for ABS

Disc brakes with a brake disc of 232 mm are fitted to models with more powerful engines. On models not fitted with ABS the loaddependent brake pressure regulation is performed by means of a mechanical brake pressure regulator which is attached to the rear axle on the left.

SP32_40

34

Brake wear indicator

New!
A brake wear indicator is fitted as standard on certain model versions or as optional equipment only for certain models. When a certain wear mark on the brake pad is reached, this is indicated electrically. The brake pad of the left front brake is provided with a contact strip for this purpose (shear element).

If the brake pad has worn down to the wear mark x, the contact strip is destroyed. This is indicated visually in the instrument cluster. In addition an audible warning signal sounds (1 beep).

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Brake disc
x

Note: The automatic wear indicator is therefore fitted to the left front wheel brake. When carrying out service work, always inspect the brake pads, linings at all the wheels.

Brake pad with contact strip (brake wear indicator)

SP32_48

Electric circuit J285 K32 N13 Control unit in dash panel insert Brake pad warning lamp Left brake pad wear indicator
J285 K32

N13

31

SP32_49

35

Electrical System
Decentralised electrical system
The electrical system is a decentralised design. The electrical centre is split up into separate connector stations, relay boxes and fuse holders. These subunits are positioned decentralised (locally). This means they are located close to the components and functional units of which they form a part. The function of the entire car system are split up over several specialised control units. The control units communicate with each other over CAN-BUS datalines. Advantages: As a result of the short wiring looms, it is easier to locate and assign cable connections. The short cable runs offer a significant weight reduction. Test points can be more easily assigned. The components of the electrical system are optimally protected from moisture. The decentralised electrical system is easier to service.

New components in the electrical system Electrical system control unit

their functions monitors switches which are not integrated in the convenience system (e.g. steering column switch) monitors voltage supply to electrical consumer and consumer itself interface of bus systems

Voltage distributor

distributes the voltage supply in the interior of terminal +30a from main fuse carrier to certain electrical consumers (e.g. to relay, fuse box)

Connector stations in door pillars (A pillar and B pillar) Connector stations at bulkhead

mechanically coded connections easier service work optimal fault finding

36

Main stations in the decentralised electrical system

Connector station at A pillar Connector station at B pillar

Compact connector
SP32_60 SP32_61

Fuse carrier

SP32_66 SP32_64

SP32_62

SP32_65

Electrical system control unit

SP32_63

Main fuse carrier on battery cover Voltage distributor

SP32_59

37

Electrical System
The control units in the entire car system
Combi processor in dash panel insert and immobiliser control unit ABS control unit

22 18 26

AC

22 18 26

AC

Electrical system control unit

Air conditioning control unit

Airbag control unit

Convenience system central control unit

Engine control unit Power steering control unit

SP32_58

Note: The Self-Study Programme No. 33 Vehicle Electrical System contains more detailed information on the function of the electrical system of the vehicle.

38

BUS systems
Two BUS systems with different priorities are presently used in the vehicle for the data transfer. A third one is envisaged (Info CAN).
J285

Drive CAN Priority 1 Transmission rate 500 kBit/s The following are interlinked: J104 J285 J J234 J500 J519 ABS control unit Control unit in dash panel insert Engine control unit Airbag control unit Power steering control unit Electrical system control unit

J104

J519 J J500 J234

SP32_54

Convenience CAN Priority 2 Transmission rate 100 kBit/s The following are interlinked:

Note: Please refer to Self-Study Programme No. 24 for further information on the CAN-BUS. The basic principles also apply equally well to these linkages.

J301 J386 J387 J388 J389 J393 J519

AC control unit Door control unit, driver side Door control unit, front passenger side Door control unit, rear left Door control unit, rear right Convenience system central control unit Electrical system control unit

J389 J387 J 301

J388

Both CAN-BUS merge in the electrical system control unit.

J393

J386 J519
SP32_55

39

Electrical System
Convenience system
Central locking, anti-theft alarm and further electrical components are interlinked in the convenience system. Information is transmitted in some cases over the CAN-BUS, and in some cases over direct links. The convenience system control unit monitors the status of the switches in the doors, the confirmation feedback signals regarding Lock/ Unlock and SAFE. The tailgate/boot lid components are linked directly to the electrical system control unit.

Structure of convenience system

J519 CAN CAN

Diagnostic connection

CAN

J393 M A R B B A M

Driver door
C W D CAN CAN E

Front passenger door

Rear left door

Rear right door

F
SP32_68

J393 J519 A B C D

Convenience system control unit Electrical system control unit Door control unit Electrically adjustable rear-view mirrors Mirror and heater controls Driver door operating unit

E F G H J K R W

Power window switch Central locking door lock Entrance warning lamp Tailgate/boot lid rotary tumbler switch Tailgate/boot lid handle Tailgate/boot lid remote release Relay Anti-theft alarm system components

40

Dash panel insert

The following are integrated in the dash panel insert: Control unit J285 Immobiliser control unit J362 Speedometer Rev counter Fuel gauge Coolant temperature gauge Warning lamps Multifunction display
SP32_03

All the warning lamps are fitted with LEDs. The dash panel insert can be easily removed. No provision is made for repairs. The dash panel insert is replaced complete if necessary.

All the information regarding the monitoring functions is processed in control unit J285 and transmitted to the warning lamps which then either light up, flash or show a continuous light. This also includes the new systems of brake wear indicator or the signals of the speedometer sender.

Connectors of dash panel insert 8-pin connector Connection for voltage supply 32-pin connector Connection for electrical system

SP32_04

All the connections merge in the control unit in the dash panel insert, including the drive CAN.

32-pin connector

8-pin connector

Self-diagnosis The dash panel insert has a self-diagnosis capability. The diagnosis functions can be selected with address word 17.

41

Electrical System
Electrical system control unit J519 and gateway control unit J533

+30a -31

CAN H CAN L CAN H CAN L K J519 + Gateway

Electrical system control unit

Drive

Diagnostic connection

CAN H CAN L

Convenience

SP 32_67

The two current BUS systems are merged in the electrical system control unit. It performs monitoring functions. Also integrated is the gateway control unit J533. The gateway performs two tasks: 1st task = combining subinformation from various data messages of a CAN bus to form a new data message for another CAN bus and thus structuring a new message. 2nd task = transmitting diagnostic data from one serial line to another one, without altering the data.

The gateway is connected on the one side to the diagnostic line (K line) and on the other side to the CAN buses. The gateway thus creates the possibility of conducting a diagnosis over the CAN BUS even if no CAN-compatible tester is available. The gateway transmits the information from the K line over the CAN and vice versa for this purpose. The information which flows over the K line and over the CAN is the same. The external K line tester does not notice that the transmission between gateway and the control units is conducted over the CAN.

Note: You can find more detailed information regarding the linkage of the control units and their diagnostic connection in Self-Study Programme No. 33.
42

On Board Diagnosis (OBD)

EOBD

HC CO NOx
SP32_56

All the petrol engines which comply with emission standard EU4, are covered by the OBD. An external distinguishing feature of these engines are the 2 lambda sensors. EOBD is the second generation of engine management systems with a diagnostic capability making it possible to continuously verify components regarding their pollutant emissions and indicating malfunctions at an early stage.

What is monitored? all the functions of the input and output components such as short circuit to positive, short circuit to earth, open circuit in wiring signals and components of exhaustrelevant functions for plausibility (e.g. catalytic converter, lambda sensor) system functions (activated charcoal filter system, fuel tank vent system)

How is monitoring indicated? The exhaust warning lamp indicates that the exhaust monitoring system has detected a malfunction which is relevant to the exhaust emissions. It flashes in the event of a fault which causes damage to the catalytic converter in this driving state.

It comes on in the event of a fault which adversely affects emission levels.

SP32_57

For the customer it is a warning sign to advise him to contact a service workshop.
43

Heating/Ventilation

SP 32_111

As regards the heating and ventilation system in the Fabia, two equipment versions are available: a heater unit an automatic heater/air conditioning unit.

On models fitted with a diesel engine, the heating system is assisted by an electric auxiliary heater (PTC auxiliary heater). A dust and pollen filter traps impurities in the air, filters the entire air flow both in the fresh air as well as in the recirculated air mode. It is accessible from the interior of the vehicle.

A recirculated air mode is available on both versions.

44

Pollen filter

Fresh air blower

Heat exchanger
SP 32_87

SP 32_85

The heater unit is installed in the interior of the car below the instrument panel. The coolant constantly flows through the heat exchanger. An electric auxiliary heater (PTC auxiliary heater) is installed if a diesel engine is fitted. Its operation is controlled by the engine control unit in line with the ambient temperature.

The fresh air blower is a 4-speed blower with a 0 position. A separate series resistor for the fresh air blower with overheating protection is located directly in the fresh air flow and is cooled by this flow of air. The heating system as on the FELICIA and OCTAVIA is controlled at the air side (temperature flap) and features a recirculated air mode. The rotary switches for the temperature flap, for the blower and for the air distribution and the pushbutton switch for recirculated air are all located within convenient reach in the centre console.

45

Heating/Ventilation
Diagram of air flow simplified presentation
Fresh air blower Pollen filter Windscreen vent Temperature flap

Dash panel vent

Footwell vent

Fresh air/recirculated air flaps Adjustment range of temperature flap Heat exchanger Electric auxiliary heater (PTC auxiliary heater) Air flow for heating system/flap in Defrost position

SP32_76

The outside air flows into the heating system ahead of the windscreen. The fresh air blower passes the air through a pollen filter into the heating system housing. The combined flap system directs the air flow without any losses to the vents, in line with the individual selection of the flap position. Depending on the position of the temperature flap, the air flows through the heat exchanger where it is heated, or directly as a fresh air flow through the vents.

Temperature flap infinitely adjustable, with worm drive

SP 32_77

Fresh air blower 0 - position 4 - blower speeds, controlled by resistors

SP 32_78

Air distribution manual, steplessly adjustable, new mechanism, dash panel vents, footwell vents and windscreen vents in combination

SP 32_79

Fresh/recirculated air flaps operated electrically

SP 32_80

46

Recirculated air mode

Fresh air flap Fresh air Recirculated air flap

Bulkhead

Interior air
SP 32_81 SP 32_82

Flaps in fresh air position

Flaps in recirculated air position

The driver is able to switch over from the fresh air to the recirculated air mode by means of the recirculated air switch. This switch is similar in terms of its positioning and function as on the heating and air conditioning system. In the recirculated air position, interior air is drawn in behind the bulkhead. The switchover of the fresh air/recirculated air flaps is performed electrically by means of a positioning motor. The combined adjustment is made possible by means of a gear segment at each flap shaft. Note: It is not possible to select the recirculated air mode in every position of air distribution. The recirculated air switch is blocked electronically in the Defrost position. This avoids the risk of the windscreen misting up if the interior air is moist. When the ignition is switched on, the positioning motor moves back automatically into the fresh air position. It is possible to overcome this blocking mechanism by pressing the switch twice.
Fresh air flap

Positioning motor

Recirculated air flap

SP 32_84

Segment in fresh air position

47

Air Conditioning System

Fresh air blower

Pollen filter Dash panel vent temperature sensor

Temperature sensor at evaporator

Temperature flap positioning motor

Dash panel temperature sensor

AC

Heat exchanger
18

22

26

AC

Footwell vent temperature sensor

SP 32_110

SP 32_86

The heater/air conditioning unit is based on the heater unit. It offers the following additional features: evaporator with the familiar expansion valve a positioning motor for the temperature flap 4 temperature sensors: in the dash panel vent at the evaporator in the footwell vent in the air conditioning operating unit

In terms of the system control, the air conditioning system is completely new externally controlled compressor without magnetic clutch. In addition to the air conditioning of the interior, two compartments in the instrument panel are also cooled the glove compartment and the storage compartment on the driver side. The cooling of the glove compartment can be switched on or off individually.

48

Air conditioning
Air flow diagram - simplified presentation
Fresh air flap

Evaporator

Recirculated air flap

SP 32_83

Heat exchanger

Air flow in fresh air position and interior air flow cooled

The air conditioning system operates automatically. The temperature level can be steplessly selected to any individual setting. The temperature selector switch has three temperature settings 18 - 22 - 26C as reference points. The automatic system then adjusts the temperature flap by means of a positioning motor. The other flaps and the fresh air blower are set manually.

The recirculated air mode is similar in design to that with the heater unit. Fresh air and recirculated air flaps are interlinked. The air conditioning mode is only possible from position 1 of the fresh air blower. The air conditioning has a self-diagnostic capability. It is also possible to test the radiator fan with the self-diagnosis of the air conditioning system.

49

Air Conditioning System

Compressor
The concept of the new Denso - 6 SEU 12C compressor: axial piston compressor, with 6 pistons no magnetic clutch, runs constantly with variable displacement for matching cooling demand external control (previously internal by means of spring and valves); control valve in compressor for this purpose

New!

Principal components and differences to swash plate compressors with conventional control: drive mechanism as swivel plate compressor operating on one side special geometry of pistons (hollow pistons) one control valve (solenoid valve) with 2 functions, namely switching compressor on and off while ensuring lubrication in OFF mode and actuation of displacement The inclined position of the swivel plate then determines the displacement. If the control voltage is reduced, the inlet pressure rises as the high pressure decreases. The cooling and the drive capacity drop.

Function The thermal loads in the system and the ambient temperature are incorporated in the control. The variable displacement is determined by the pressure ratios in the compressor, in the control valve and by the inlet pressure as the resultant parameter of the prevailing thermal load. The AC control unit applies a control voltage to the control valve, which produces a change in the pressure ratios in the compressor housing, as a result of which the inclined position of the swivel plate is altered.

Note: As a general rule, the compressor is operated only by means of the AC OFF/ON control. It continues running at OFF, supplying about 2 % of the refrigerant total volume which flows back over a bypass through the open control valve into the compressor housing and from there flows again into the inlet chamber.

50

SP 32_89

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.ru

Volkswagen, Skoda, Seat, Audi

Overview of air conditioning system

Ambient temperature sensor G17
CAN H - A CAN L - A

Electrical system control unit J519

22

18

26

AC

CAN H - A CAN L - A CAN H - K CAN L - K

Dash panel temperature sensor G56 and temperature selection

Engine control unit

Centre vent temperature sender G191

22 18 26

AC

Radiator fan control unit J293

Footwell vent temperature sender G192 AC control unit Radiator fan V7

AC compressor control valve N280 Evaporator outlet temperature sender High-pressure sender G65 Temperature flap positioning motor V68
SP 32_90

The following are incorporated in the system control: the vent temperatures (sensors in air conditioner) the outlet temperature at the evaporator the ambient temperature (through CAN from control unit in dash panel insert) from sensor in bumper the interior temperature from the temperature sensor in the AC operating unit and temperature selection the pressure level in the refrigerant circuit specific engine data (e.g. high coolant temperature, acceleration, idling)

The AC control unit is linked over the convenience CAN BUS with the other control units. The automatic air conditioning system is controlled by the AC control unit. The refrigeration capacity demand of the compressor is determined from the outside externally - by the control unit through the compressor control valve. The compressor is reduced to part load at the request of the engine control unit, for example, in line with the vehicle acceleration. The outlet temperature downstream of the evaporator can be regulated from +3 to +13C.

51

Service
Workshop information
The system of direct information regarding the as-built configuration of the vehicle is continued with the vehicle data sticker. This is located on the floor of the luggage compartment and contains the familiar data. The vehicle data are also indicated in the Service Schedule.
Service

Service
xxxxxxxxxxxxxxxx FABIA

Service
xxxxxxxxxxxxxxxx FABIA

Service Service
xxxxxxxxxxxxxxxx FABIA xxxxxxxxxxxxxxxx FABIA

Service Service
xxxxxxxxxxxxxxxx FABIA xxxxxxxxxxxxxxxx FABIA

Srie evc

For repairs, the technical documentation of the workshop literature is continued in the familiar form of binders using the loose-leaf system. You can recognize the binders from the new blue spine insert.

xxxxxxxxxxxxxxxx FABIA

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXX

SP32_35

Chassis number
A new feature is the additional chassis number below the windscreen. It facilitates recognition of the vehicle when carrying out service work and is a duplicate of the number stamped on the right-hand shock absorber dome. An added security feature in the event of theft.

0 0 6Y300030 6Y300030 TMB2228Y TMB2228Y

SP32_34

Self-Study Programmes
Additional self-study programmes are scheduled on the function and design of the new components and systems. These will provide you with additional information. The following are presently scheduled: Nr. 33 Nr. 34 Nr. 35 Nr. 36 Nr. 37 Vehicle Electrical System Electrohydraulic Power Steering The New Petrol Engines The New Diesel Engine with Unit Injection - The New Gearboxes

Service
Service
Ser KO
Elek trick

37

34

vice FAB I
n

DA

za

ze

33

Dle

nsk

ebn

po

mc

ka

SP32_33

52

Vehicle systems with self-diagnosis capability

Control unit in dash panel insert and immobiliser control unit

ABS control unit

22 18 26

Radio

AC

Vehicle electrical control unit

22 18 26

AC

Air conditioning control unit Convenience system central control unit Airbag control unit Engine control unit Power steering control unit
SP32_50

Increasing use is made of the CAN lines for diagnosis. Separate diagnosis lines (K line) are at present still provided for the engine control unit and the convenience system control unit. To nevertheless enable non-CAN capable testers to still operate, data are transmitted in the gateway over the K wire to the diagnostic connection for the other control units (refer to the section on Gateway). Diagnosis can be carried out using the vehicle system tester V.A.G 1552, fault reader V.A.G 1551, or the vehicle diagnosis, measuring and information system VAS 5051. The connection for the diagnostic tester is located behind a flap of the storage compartment in the dash panel trim on the driver side.

Note: Detailed descriptions of self-diagnosis contained in the workshop manuals of the individual technical fields.

202_CZ_002

SP32_51

53

Dimensions

827

2462 3960

671

SP32_69

1435 1646 SP32_71

1424

SP32_70

54

1451

984

962

533

515

139

815

747 SP32_72

The volume of the luggage compartment is up to the tailgate 248 ltr. with rear seat folded forward up to height of ceiling 1016 ltr.
1338 1326 1372

The payload depends on the vehicle equipment (engine) and is 435 - 495 kg Permissible trailer load (depending on engine) unbraked braked Permissible roof load

1380

400 450 kg 400 850 kg 50 kg

front rear
SP32_73

611

55

1941

844

KODA Logo
The KODA logo
A company logo sets off the front end of the FABIA. This logo originates from a trademark application submitted to the Office for the Registration of Trademarks and Patterns in Pilsen dated 15.12.1923, and features an arrow with three stylised springs within a closed circle. This stylistically perfect design is something we find reflected in the KODA logo throughout the ages. It symbolises: The large ring universality of production, perfection of manufacture, the globe, the world. The spring technical progress, range of production programme, worldwide sales of the product. The arrow progressive production methods, high labour productivity.
SP32_103

The small ring/the eye accuracy of production, engineering acumen, perspective.

From 1993 on the green was added to the traditional circle and arrow to form the new company logo of KODA automobilov a. s. Mlad Boleslav. Green in the KODA logo signifies a greater level of independence. In comparison, green does not appear in the logos of other competitors in the car industry. Apart from its freshness, the colour green signals concentrated attention on the new challenges of the age. These are environmental protection, the recycling of used materials as well as environmentally-friendly production.
SP32_104

The colour green is the clearest symbol of the changed positioning of the KODA brand in the competitive international market as a part of the Volkswagen Group.

56

The logo fitted to each car acquired a new symbolic character with the start of production of the new KODA FELICIA model in the year 1994: The winged arrow hovers over laurel branches, shielded by the KODA logo. The symbol in this way accentuates the 100 years tradition of the company founders and their symbolism with the laurel branch, as Laurin and Klement used on their vehicles up to 1926. The logo with the laurel branch emphasises the determination to offer KODA vehicles worldwide for satisfied customers.

SP32_105

Note: You can find further information on this subject at: http://www.skoda-auto.com/company/ and then select > History

57