SKODA YETI - Yeti tricks. All about the engine tsi skoda and volkswagen. Resource, reliability, characteristics

I feel sorry for the managers who will sell Skoda Yeti. It is better for them to drink warm milk and prepare their vocal cords for long conversations with customers, because not everyone will immediately come to terms with the following strange fact: the base engine for the Yeti compact SUV has a volume of 1.2 liters. Can you imagine? Even the buyer new Polo the nameplate "1.2" can be disheartening ... In addition, in this version, Yeti will only be front-wheel drive, but with the ability to install a box DSG gear.

As an alternative, a solid 152-horsepower 1.8-liter engine and an all-wheel drive transmission are offered, but the trouble is that such cars are equipped only mechanical box. Since it seems to be customary to take an SUV with an “automatic”, many will face a dilemma: to sacrifice all-wheel drive and power for the sake of DSG boxes or ride with a "handle", but at the parade.

I will try to help sales managers and tell you what a 1.2-liter engine is, and at the same time the Yeti itself.

fine motor skills

I switch to Yeti 1.2 after testing a more powerful version, and this is bad: when “downshifting”, the contrast is felt especially strongly. Nothing, let's be patient.

But you know what? The very first entry on the gas pedal caused a fit of excitement in the Yeti, and the tachometer needle naturally described a circle, as if there was no correlation between its movement and the actual speed. Well, it doesn’t blow the roof off acceleration, but the Yeti 1.2 TSI accelerates at the level of cars with “1.6” nameplates - I say with full responsibility.

He drinks speed in small but frequent sips, and after a while the number of cubes in his cylinders ceases to interest you. For comparison, in acceleration to 100 km / h, Yeti 1.2 TSI loses to a two-liter Nissan Qashqai just half a second.

Low volume is manifested only at speeds of 130-140 km / h. When some fast Czech catches up behind, naturally, in a Skoda, you strive to overtake the truck on the right as quickly as possible and stand in front of it. And here the Yeti 1.2 TSI takes its breath away, with every km / h it is becoming more and more difficult for it to rip up the air flow.

But at speeds up to 100-120 km / h, he is surprisingly frisky. The point, of course, is the turbocharging, which is on both engines for the Yeti and thanks to which it was possible to squeeze out quite convincing 105 hp from a volume of 1.2 liters. from. plus a torque of 175 Nm in the range of 1500-3000 rpm. I remember that Octavia 1.4 TSI also surprised me with agility at the level of two-liter competitors.

Due to uniform traction in the middle speed range, both engines outperform naturally aspirated engines of comparable power. Although one should not overestimate the grassroots capabilities of turbo engines: on a hilly track, many managed to drown out the Yeti, including me (three times). But this only applies to tight driving.

In general, everything is in order with the power and even more torque at the Skoda turbo, and the problem is more of a mental nature: small volumes are associated with low power and lack of character. BMW, for example, would have acted easier: it would have called the model not 325, but 330, and it would have been right - in the end, we are interested in the output of the engine, and not the dimension of its cylinders. For myself, I decided this: if you take a car for the city, a 1.2 TSI engine is enough, but in anticipation of frequent trips along the highway at a speed of 100+ km / h, it is better to save up for Yeti 1.8 TSI.

By the way, the main motive for switching to turbo engines for the Volkswagen Group is the strict limits on CO 2 emissions in Europe. The small displacement motor produces less “waste” at low loads, and in the mode the pedal to the floor compensates for the lack of volume with increased intake pressure. Brilliant and ... not so simple: turbo engines are complex and high-tech.

About off-road...

The off-road track in the Czech Republic cannot be called extreme, and in general, the obstacles resembled the Shershnev ravines, where all kinds of “experiences” are held. Before the races, the Czech organizers took aim for a long time, cut off the uncomfortable "foreheads" of the hills, uprooted the stones and rolled the ground. If you do not know this, off-road looks convincing, but in reality everything is calculated to the millimeter. And yet not asphalt.

The Yeti has a clearance of 180 mm, but the overhangs are smaller than those of the related Tiguan (with the same base, the Yeti is noticeably shorter). But the Tiguan has a Track&Field version with Turega-style slanted bumpers, and the Yeti looks plump as a rodent that has eaten. Accordingly, the geometric cross-country ability is slightly better than the passenger one, but it also allows you to drive onto the curbs and fearlessly “walk” through the yard pits. Or storm pre-packed obstacles.

The Škodov instructor demonstrates class by driving into gravel studs with two pedals (gas + brake) and flying into steep hills with suspension clanging. Cool.

When you're driving, the track seems much more difficult. Yeti climbs the hills without any problems, but requires precision when working with gas: if you go slowly, you will dig in and stall, if you go fast, you will break through the suspension or “lose” the car at the top. Descending is easier because the speed is controlled by a special slope assistance system. Yeti desperately rests on wheels and crunches off-road ABS, its bumper passes a few centimeters from the ground, everyone breathes a sigh of relief. In life, none of us will stick to such deviations, but then we know that everything is calculated.

In general, the monodrive Yeti is more of a passenger wagon than an SUV. For the city, its capabilities are enough, for a primer near the dacha - too, but don't expect miracles.

All-wheel drive Yeti is more interesting, because rear wheels connected with Haldex coupling fourth generation, which works with preload and provides a quick transfer of torque to the rear wheels. It was possible to evaluate it both on dirt hills and on wet mountain roads: the all-wheel drive intervenes on time, unobtrusively and works efficiently.

But the lack of geometric cross-country ability still kills off-asphalt ambitions, and all-wheel drive here serves the same purpose as on Subaru Impreza or Audi Allroad Quattro - Boosts confidence on slippery, sticky or snowy surfaces. Many don't need more.

wrong side

Having changed four Skodas in two days, I suddenly discovered a funny thing - sometimes you stop understanding what kind of car you are in. superb? Octavia? Yeti? Steering wheels, interiors, seats - everything is very similar.

The Yeti only has a more commanding seat, and the Superba-style interior is taken as a compliment. Ergonomics is the trump card of all Skoda models, and Yeti is no exception. I especially like the seat profiles and the wide range of adjustments. You pull the steering wheel closer, you adjust the seat, and a bit of intimacy appears in the relationship with the car.

The suspension is soft, and Czech roads seem smoother on the Yeti than on other machines, which is especially noticeable on the cobblestones. The itch from the road that shakes the Octavia manifests itself in the Yeti in the form of weak acoustic vibrations. Noise isolation is also decent, although lop-eared mirrors begin to whistle at high speeds. But up to 100 km / h - grace.

Yeti has a typically “Skodovsky” lightweight steering wheel that does not overload the muscles, but also gives the necessary amount of feedback. Although "downy" pedals can cause protest in people with heavy shoes.

In general, from the driver's seat, Yeti is perceived as one hundred percent Skoda. And even more so in the back: the greenhouse glazing is reminiscent of Roomster, and there are more places than in comparable competitors (I can vouch for Qashqai). The landing is vertical, the line of windows is low, the floor is flat, there is plenty of room for the knees. Not bad.

The trunk of 500 liters is less than that of the same Octavia, by 10%, but significantly more than that of sedans like Ford Focus or Mitsubishi Lancer, which are longer than Yeti by a third of a meter. Note that with a length of 4.2 meters, it is formally located on the borders of the B- and C-classes, that is, it is a compact city car. Given that the passenger capacity of the Yeti is better than that of the golf class, it is unrivaled in terms of the ratio of external to internal dimensions.

Can also fold back rear seats, and then tip the resulting structure forward, increasing the trunk volume to 1.5 cubic meters. True, the seats hide part of the loading length, but they can be completely dismantled, and then the trunk will become completely chic - 1760 liters!

How much does Yeti cost?

Recently, Russians have become quite addicted to SUVs, and in a matter of months the market share of various SUVs has increased one and a half times! Of the four cars sold in Russia, one is an SUV. The reasons are very prosaic: the most popular segment - golfers - has risen in price considerably during the crisis, and average prices have reached 600-800 thousand rubles - horror. The price of SUVs did not swell so much, and sometimes fell to seductive values: Suzuki Grand Vitara, KIA Sportage, Mitsubishi Outlander XL in 2009 could be bought at a very nice price.

The base Yeti 1.2 TSI is quite in line with the trend. For 699 thousand rubles, it has ABS, air conditioning, heated seats and mirrors, two airbags and other options from the mandatory list. In general, a good offer, if you are not scared away by the “1.2” nameplate and a monodrive. Although the radio, foglights, rear power windows are paid separately.

A DSG machine will cost 60 thousand rubles, and a fully stuffed Yeti with climate control, six airbags, an audio system, alloy wheels, ESP (etc., etc.) will cost 879 thousand rubles.

As for the Yeti 1.8 TSI, it comes only with all-wheel drive and only with mechanics, and the price starts from 899 thousand rubles (ESP in the database). A lot, of course, but a related Tiguan with a 150-horsepower 1.4 TSI engine costs at least 997 thousand, so of the two I choose Yeti.

If you had to choose a single epithet to describe the Yeti, the word "solid" would come to mind. And the client looms commensurate - a practical city dweller. How many of these will be typed in Russia? I think a lot. Whether they buy it or not is another question, but definitely a Czech crossover with a strange name intrigued everyone.

The restyled version of the Skoda Yeti crossover, which appeared in Russia in early 2014, is built on the same platform as the Skoda Octavia A5 and. The PQ35 "cart" used for all these vehicles provides for fully independent suspension: front MacPherson type and rear multi-link. By overall dimensions Suzuki Vitara is also close to the Skoda Yeti.

The range of engines offered for the Czech model during the presence of the car on Russian market has undergone changes. At the time of the start of sales in 2014, the crossover had the following engines in its arsenal:

• 1.2 TSI 105 HP, 175 Nm. Turbocharged engine with compact head, single camshaft, 2 valves per cylinder, 1.6 bar boost and 150 bar direct injection.
• 1.4 TSI 122 HP, 200 Nm. Gasoline four-cylinder "turbo-four" with direct injection into the combustion chambers, a small turbine with a boost pressure of 1.8 bar and inlet phase shifters.
• 1.8 TSI 152 HP, 250 Nm. The most powerful available gasoline units installed on the all-wheel drive modification of the Skoda Yeti.
• 2.0 TDI 140 HP, 320 Nm. The only diesel engine with a volume of 1968 cc. with battery injection and variable geometry turbine. It has several boost options, in this case a 140-horsepower version of the engine is used. The diesel only works in an all-wheel drive configuration.

In 2015, the Skoda Yeti engine range was adjusted. The 1.2 TSI turbo unit has given way to a 1.6-liter “aspirated” that has survived modernization. Updated engine with a return of 110 hp and a peak torque of 155 Nm since the end of 2015 has been assembled at a plant in Kaluga. In addition to Skoda Yeti, a number of other models received such a motor. Other lineup changes power units- replacement of the 122-horsepower 1.4 TSI with a 125-horsepower version with improved technical characteristics and the exclusion of the 2.0 TDI turbodiesel.

Thus, the list of Yeti modifications relevant for 2016-2017 looks like this:

• 1.6 MPI 110 hp, 155 Nm + 5-speed manual transmission;
• 1.6 MPI 110 hp, 155 Nm + 6-speed automatic transmission;
• 1.4 TSI 125 hp, 200 Nm + 6 speed manual;
• 1.4 TSI 125 HP, 200 Nm + 7DSG;
• 1.8 TSI 152 hp, 250 nm + 6DSG + four-wheel drive.

Full system Skoda drive Yeti is based on the 5th generation Haldex clutch. With her help, rear axle can be directed up to 90% of the torque, by default, almost all thrust is sent forward. Ground clearance 180 mm, coupled with an all-wheel drive transmission, allows you to make trips off-road.

The best efficiency among the engines of the Skoda Yeti has a 125-horsepower 1.4 TSI. Regardless of the gearbox, it consumes an average of about 5.8 liters of gasoline per 100 km. The fuel consumption of an all-wheel drive modification with a top-end 152-horsepower engine is about 8 liters.

Full specifications Skoda Yeti - summary table:

Skoda Yeti is the first such brainchild of Skoda. Yeti was first introduced in 2009, and sales began the same year. The Skoda Yeti is built on the same platform as the Volkswagen Tiguan, from which it borrowed engines.

Engines

Cute Yeti with a 1.2 TSI engine turned out to be far from being a darling for its owners. "Diesel" after launch, unstable operation, loss of traction, stalling engine - such was the rebellious temper of the "snowman".

Diesel rumble from gasoline engine after starting a cold engine, it was caused by the "withering" of the tensioner and the stretching of the timing chain. As a rule, the problem appeared after 20 - 50 thousand kilometers. Dealers replaced the chain along with the tensioner. According to the manufacturer, at the moment the problem has been solved, and the problem nodes have been modernized.

Another headache for owners of the Skoda Yeti with a 1.2 TSI engine is a drop in power at the moment the car starts moving, accompanied by a malfunction sound signal, highlighting " check engine» and the EPC scoreboard. At the same time, the revolutions do not increase more than 1500. After restarting the engine, everything suddenly stopped, and the engine worked again, as if nothing had happened. The attack overtook with a run of more than 20 - 50 thousand km, and the reason lay in the turbocharger. Initially, official car services replaced the turbine, the cost of which was about 45-60 thousand rubles. Later, the manufacturer found a way to deal with the malfunction in more affordable ways - by installing an additional spacer in the turbocharger and reprogramming the engine ECU. On new cars produced since the end of 2011, and on Yeti with modified turbines, the problem no longer occurs.

Often, the Skoda Yeti 1.2 TSI, with a run of more than 20,000 km, begins to mope - the engine is unstable at idle, stalls and does not warm up well in winter. Services eliminate the disease by changing the ECU firmware. Slow warming up has unpleasant consequences in winter - the interior warms up for a very long time or even remains cold. Since November 2011, crossovers have been equipped with an additional RTS heater, which provides more fast warm-up salon.

It is also worth mentioning rattling, knocks from under the bottom and vibrations that appear on Idling, they are caused by fuel pipes and work fuel filter. Dealers seal the fuel tube shaft and replace the “noisy” filter.

The 1.8 TSI engine is much more reliable than the youngest brother and serious problems does not deliver. In rare cases, there were problems with the timing chain tensioner. The VAG engine is reputed to be an oily "glutton", for which an oil consumption of 1-1.5 liters per 15,000 km is the norm. Volkswagen carried out several modifications to the piston group in order to reduce oil consumption. The first two attempts were unsuccessful. At the end of 2011, another upgrade was carried out.

1.4 TSI engine (122 hp) in the range Skoda engines Yeti appeared quite recently. But from the experience of operating such a unit on Tiguan, it can be assumed that it will not cause problems.

Transmission

A manual gearbox can be paired with any of the engines. But most of all problems with it arise when combined with 1.8 TSI. More often it is an unpleasant screech when trying to move forward or backward. After replacing the clutch disc with the basket, the problem disappears. According to dealers, the manufacturer supplies upgraded units with eliminated defects. Less often there are problems with difficult gear shifting. Sometimes owners of the Yeti with a 1.2 TSI engine complain about this.

The preselective gearbox DSG 7 with a dry clutch can upset after 30 - 40 thousand km with the appearance of shocks or even bumps with a grinding sound when switching. Vibrations may occur when driving in 2nd gear. It was possible to get rid of the unpleasant behavior of the box after replacing the clutch and flashing the control unit. The manufacturer stated that it is installing a reinforced clutch disc with the problems fixed.

And here is what VAG says about extraneous noise in the DSG box and not always correct operation: “This gearbox contains a large number of densely spaced parts. Under certain conditions, vibrations of unloaded gears and box parts may occur. Structurally, the amount of oil in this gearbox is relatively small, which contributes to a more intense transmission of sounds from the box to the outside. Appearing noises affect only the acoustic comfort, but do not affect the performance of the box and its life, and therefore are not regarded as a defect in the unit. Weak argumentation, it is unlikely that it will help to convince the owners of the Skoda Yeti that the “grinding” is normal.

Fortunately, with the DSG 6 (with wet clutches) paired with the 1.8 TSI, there are no such problems.

Chassis

The suspension does not yet throw up surprises and steadfastly fights with the Russian asphalt surface. Unless the stabilizer struts often begin to knock after 20,000 km. And with the advent of frost, no, no, and the suspension creaks a couple of times with its rubber bands.

Front brake pads serve more than 30 - 40 thousand km. A set of new original ones will cost 2.5 - 3 thousand rubles. Non-original ones are cheaper - 1-1.6 thousand rubles. The rear brake pads run more than 80 thousand km.

Body and interior

Body iron and quality paintwork doesn't get out of total weight cars of any other car manufacturers. After 2-3 years of operation, emblems on the hood and tailgate begin to peel off. Soon the chrome on the front bar begins to darken. On several three-year-old specimens in the area rear arches And rear doors blisters were seen.

The standard jack has poor stability. Many owners were convinced of this after the “move-out” of the car from the jack. The rear plastic cap of the railing is often lost or “stealed”. A new one will cost 800 - 1800 rubles.

Salon Skoda Yeti almost does not annoy with a creak. Only occasionally does the front panel begin to creak, or the instrument wells rattle. For many, door seals begin to creak. Often helps to get rid of extraneous sounds treatment of rubber bands with silicone compounds. Over time, the backlash of the driver's seat appears. In this case, the back may begin to creak.

The floor covering of the front passenger and driver is slightly dented, which spoils the overall impression of the car. Due to the “freezing of the anti-freeze”, the washer fluid supply line to the rear glass. At the same time, a characteristic smell appears in the cabin, and washer fluid in the legs of the front passenger.

Massive "winter whistles" of VAG interior heaters have not yet been noted, but from time to time the problem manifests itself. But freelance cooling of the interior when the temperature regulator is in the "hot sector" is a frequent occurrence on cars with a stripped-down version of the climate control. Getting the system out of the "stupor" is easy. It is enough to turn the knob a little, and the supply of warm air is restored. The problem is solved by flashing the unit, in extreme cases, by replacing it.

The electrics are almost unremarkable. Frequent "glitches" of the fuel gauge. For example, the arrow falls to zero. The readings are restored after turning the ignition off and on again. The reason is software bugs. Incorrect fuel level readings may appear due to problems with the fuel sensor itself.

The standard 2-din Bolero radio sometimes turns off one of the speakers at low volume. If you slightly add sound, the speaker turns on again. There is also a disappearance of the image on the display of the radio, which appears again after turning off and on the ignition again. The reason for this phenomenon is the failure of the display hardware. The radio will need to be replaced.

Conclusion

On the positive side, quite strong suspension and reliability of 1.8 TSI engines. The further "behavior" of the 1.2 TSI engines and the DSG 7 box will still have to be observed.

My first review, I write spontaneously, pictures will come later. So Skoda Yeti 2011, turbocharged 1.2 liter gasoline, 7-speed dry DSG, leather interior and good minced meat for the 11th year, such as parking sensors front and rear, hands-free headsets, heated front seats, etc. The car gets almost free of charge from a rich uncle in the summer of 2016, I am naturally happy, because I myself could only buy new Priora, and then in a poor configuration, and then getting into debt, because I am moving domestic science forward, and they don’t give much money for this. Mileage for 5 (!!!) years 12000 km. My uncle basically kept the car in the garage while it was under warranty and then gave it to me with a brand new Lexus in the garage. In general, he is a strange person, but a good one. He might have been happy to sell the Yeti, but with such a mileage, no one would have believed him that he was not twisted.

First impressions:
Pleased with the dynamics. For a 1.2 liter engine and 1.5 tons of curb weight, I can’t even believe that this is possible. A big role here is apparently played not so much by the turbine (although it picks up after 2000 revolutions and it is felt), but by the DSG. In the city, Yetik can quite briskly "jump" in the stream (given its small dimensions, sometimes itching to play checkers) or start with a squeal of the front wheels (though only when the "pedal to the floor"). Recoil after pressing the gas is fast, less than a second. DSG kickdowns up to 3 gears at once! At the same time, in normal mode, the box seeks to reduce consumption as much as it can: if you accelerate smoothly, then it gets into 7th gear somewhere at a speed of 65 km / h. Turnovers above 1500-1800 generally tries not to twist. There is one subtlety connected with this, which at first infuriated me very much, and at the same time all those whom I let behind the wheel: at the start, the car jerks, because in normal mode the car tries to be an economical vegetable, and with a little more pressure on the gas, it instantly makes kickdown, the turbine cuts in and after a couple of seconds you press the brake so as not to fly into the ass of the comrade in front. It took me a long time to get used to it (about 200 km), but in normal mode you can catch the necessary leg positions in order to smoothly accelerate, then you do it automatically. Then you laugh at a friend that he doesn’t know how to drive normally and twitches like a hysteric)
DSG sport mode is a relatively useless thing in my opinion, at least with such an engine. The sound is louder, the speed and consumption are higher, and the dynamics are the same. Unless you can smoothly accelerate (but this, as mentioned above, can really adapt in normal mode).
But good dynamics urban crossover stays in the city. At speeds above 90 km / h, Yeti 1.2 starts to drive as it should be for a one and a half ton car with a 105 horsepower engine. In principle, you can overtake on the highway, but not as easy as in the city.
Consumption is highly dependent on driving style. Optimal in the summer on the highway at a speed of 70-80 km / h onboard shows 5.5-5.8 liters per hundred, which is very nice. But it’s worth accelerating to at least 110 on the highway, the consumption is approaching 7.5 liters. Further more. Probably due to poor aerodynamics and the fact that the box can only provide minimum speed up to 80 km / h. On the cork White Stone Yetik eats 8-9 liters. I feed him 95, preferably ecto/G-drive/premium.
The steering wheel is light, relatively short stroke. In general, it is well controlled, it is especially convenient to park the car because it is small, small turning radius and you don’t need much room to maneuver. The hood is not very long, you can see it, plus the parking sensors work well (a friend new mercedes- there the parking assistant is worse made for my taste). Although sometimes annoying with his squeak. The car enters the corners well, does not collapse. The trunk is not large, but thoughtful: a lot of nets, hooks, niches for small things. The same is in the cabin: in each door there is a place for all sorts of good things, a drawer on the armrest and on top dashboard. You can spread a lot. The passenger in front can easily stretch their legs, but there is not much space in the back. But thanks to the height, it seems that the cabin is spacious.
I drive almost always with music, often heavier, so I don’t care about the noise, although they say it is more or less normal.

Baptism of fire:
After 1.5 months of owning a car, I decided to drive with a friend to visit him in Beslan. Moscow-Beslan 1700 kopeck kilometers. We drove with stops only at gas stations, but we didn’t drive much, so we overcame the route in 23 hours (changing and stupidly / kemarya while a friend steers). The average consumption is 7.5 per 100 km, there are no complaints about the car. The M-4 highway is good, everyone probably knows this, but the roads in the Caucasus were a pleasant surprise. On large pieces of the route parallel to the mountains, there was generally zero asphalt, there were no serious jambs in the coating. Large highways in Ossetia with interchanges are no worse than Moscow ones, smaller roads are at the level of the Moscow region: you can safely drive 70-80 km / h, and horsemen drive faster, of course, but I just don’t think there is a need for a two-lane. By the way, in Kabardino-Balkaria, traffic rules have a purely advisory message, understated Priors (yes, this is not a stereotype) rule on red, fly head-on in the opposite lane playing "who will turn first" and create other trash, waste and sodomy. But this is by the way. In Ossetia good roads they go for the time being even in the middle of the gorges, then the standard primer begins, consisting of soil crushed by special equipment, which is a rock. A piece of rock is dug up and the gravel road is ready. Sometimes boulders of various sizes are rolled onto it. Yeti at a speed of 10-15 km / h was driving quite, rustling with small pebbles and bouncing not those that were bigger. Suspension never pierced, although the wheel worked all the time. Of course, it’s a pity that the drive is only front-wheel drive, and not full, so I didn’t try to climb on the most fierce roads like “Highway to Heaven”, lost in the clouds. However, the baby crossover almost crawled to the highest waterfall in Europe - Zeygalan, stopped what washed out the road (August = the fastest melting of the glacier) and only border guards on a pumped UAZ could drive close. Yeti overcame mountain passes, reached the ruins of ancient signal towers and generally felt good in the stone kingdom. I was pleased with the work of the DSG: I thought to steer in the mountains in manual control mode, but the robot acted surprisingly adequately, did not switch higher than the second one either when ascending or descending, although in the city it likes to stick a gear ahead of time. I'm not saying that Yeti is a super all-terrain vehicle, but he can do something. Returning to Moscow, I changed the oil with a filter in the yard and air filter(in the mountains, each car raised clouds of dust). Oil filter It turned out to be very conveniently located next to the hood latch, a jack is not needed to replace it.

Winter from cuming:
If the Yeti showed that in the summer it is a very good, practical, comfortable car, then the early onset of cold weather showed that the Germans, as they did not know how to make cars for the Russian winter, still do not know how. But if in 1941 they suffered from this, then from November 2016 I began to suffer. 1.2 is not heated. On the spot - in general. At a temperature of minus 10, with the engine turned on, the car, standing in a traffic jam, cools down. Naturally, it is useless to warm the car before leaving. If you don’t drive (and it’s better not to drive with a cold engine), the antifreeze temperature arrow starts moving after 10 kilometers. After 15 kilometers, it reaches a value of 85-90 degrees, after 20 kilometers, more or less warm air begins to blow from the stove. Seat heating is the only thing that keeps it from freezing completely. But there is no seat heating in the back, so the passengers turn into icicles. In addition, DSG on an unheated car began to troit. If you press the gas on a cold car (at a temperature of minus 7 or less), then the box could be thrown into neutral (it is very convenient to leave the yard - you want to jump out faster onto the road, but as a result, the box flies into neutral and you substitute a barrel for your comrades). It was treated by restarting the system or switching to manual mode. In general, manual mode is the option that I have to use too often. An adaptive robot thinks it is smarter than the driver, even though it is not. In a traffic jam, the DSG, with smooth acceleration, tries to stick the 3rd at a speed of 17-18 mph. Moreover, if I try to do it in manual mode, the electronics will not work, believing that I am in too much of a hurry. However, when electronics have power, the latter scores on a choking engine, a burning clutch and other trifles for the sake of fuel economy. The miser pays twice - this is about DSG. As a result, I'm in a traffic jam in manual mode, after a cold night - in manual mode, why do I need such an "automatic"? In order not to press the third pedal? But in the mountains, the box worked perfectly. But still, the Yeti does not look, and is not an all-terrain vehicle and should have been adapted to urban traffic jams and cold, and not to the rocks.
Snow on the Yeti does not melt. That's why this car bears the Bigfoot name. I was very happy when, having driven into the snowfall for 2.5 hours, I stuck in traffic jams, the car seemed to even warm up (minus five on the street, still), then I drove onto the highway, a bunch of dirt flew into the windshield, and then I realized that for some reason the washer it does not reach the destination. It turned out that in the niche between the hood and the windshield, ice was formed 2 fingers thick. He smashed it with his hand, threw it away, got upset.
Winter has been harsh. At minus 30, I was ready for any turn, I had to go to work. Yeti wound up, but I warmed up only at work. The seat heating was not felt, the windows were covered with ice, the car creaked plaintively. I didn’t feel as cold on the tower with a machine gun as I did on that trip.

Summarizing.
Pros:
- Nice appearance (but this is not for everyone)
-One of the best combinations of dynamics for fuel consumption
- A good filling of parking sensors, light and rain sensors, adaptive light (daytime running lights turn on when turning) and other goodies
- Thoughtful and comfortable interior and trunk
- Good permeability
- Excellent visibility
- Does not fall down on turns and maneuvers well
- Not very large dimensions
- High ceiling

Minuses:
- DSG is sometimes stupid because it is too fast
- Suspension is stiff when moving bumps
- Air conditioning stove blowing in the knees
- There is not a lot of space in the back (including due to the box in the center)
- Inexpensive to maintain
- Demanding on gasoline, oil and other
Cons in winter:
- The box crashes
- The engine does not heat up
- Behind the 9th circle of hell (who does not know - people are frozen into the lake from their own tears)

Skoda Yeti appeared on our market not so long ago, but the interest of motorists, sales volumes and positive reviews owners do not allow this car to be ignored, moreover, the number of offers on secondary market large enough, plus prices for Skoda Yeti with mileage have become much more affordable. Name " Yeti"translated from English - Snowman. But what qualities this animal possesses in age and how justified the costs of its purchase will be, now we will try to figure it out.

Advantages and disadvantages of the Skoda Yeti with mileage.

Skoda Yeti is built on a platform that is common to many models of the concern, and is assembled for our market in the Czech Republic, Kazakhstan, Ukraine and Russia. Due to its unusual appearance, which is complemented by high-set fog lights, Yeti stood out from its competitors. The car was introduced in 2009, and in 2013 a restyling was carried out, during which the car lost its expressive features. During operation, a weak point of the Skoda Yeti bodies was revealed - these are the thresholds and lower parts of the doors, over time, paint is chipped off on them, and pockets of corrosion appear. Otherwise, there are no complaints about the corrosion resistance of the body. If the previous owner slammed the tailgate, you cannot avoid replacing the lock limit switch, which only changes when assembled with the lock.

Skoda Yeti engines.

Skoda Yeti has a fairly wide range of gasoline and diesel powertrains:

• Petrol engines: 1.2 (105 hp), 1.4 (125 hp), 1.6 (110 hp), 1.8 (152 and 160 hp)
• Diesel: 1.6 (105 hp), 2 (110, 140 and 170 hp)

Yeti with a 1.2 engine has several unpleasant features, namely loud operation after starting, unstable idle speeds and a stalling engine. If you hear a diesel rumble on a gasoline engine, then this is the first sign that the timing chain has already stretched and needs to be replaced urgently, in most cases this malfunction occurs on cars with a mileage of 50,000 km or more. Another headache for owners of cars with a TSI 1.2 engine is a drop in speed at the beginning of the movement, often accompanied by an audible signal and the inclusion of an error indicator on the console ( check). The reason for this behavior of the engine is a faulty turbocharger ( repairs will cost 500 - 600 USD), on cars manufactured after 2011, this problem has been eliminated. Also, the owners blame the engine for a long warm-up in winter, as a result, warm air does not enter the cabin for a very long time. In the motor 1.6 MPI weak point considered the ignition coil.

The 1.8 engine is much more reliable, and endowed with excellent dynamics, accelerating from 0 to 100 in 8.4 seconds. The only trouble that can occur with this engine is the failure of the timing chain tensioner, and such an engine also has an increased oil consumption, from replacement to replacement, the consumption is 1 - 1.5 liters of oil. The 1.4 TSI engine appeared relatively recently, so there are practically no statistics on it.

in two liter diesel engine problems with o-rings fuel injectors, because of this, diesel fuel gets into oil system, otherwise, diesel engines have proven themselves to be quite reliable and digest our diesel fuel well. In addition, turbodiesel engines have good traction and low fuel consumption; in urban mode, an average of 6 liters per hundred is obtained.

Skoda Yeti transmission.

Skoda Yeti is equipped with one of three gearboxes - six-speed manual, tiptronic and DSG robotic transmission. The mechanics is installed in tandem with any of the engines, but most of all problems with it occur in combination with a 1.8 TSI engine, most often the owners are bothered by an unpleasant squeak, when they try to move forward or backward on cars with a mileage of more than 50,000 km, in order to fix this malfunction you will have to replace clutch. In a transmission paired with a two-liter diesel engine at a run of 150,000 km, the two mass flywheel fails. Also, owners of cars with a 1.2 engine are faced with the problem of difficult gear shifting. A seven-speed dry-clutch DSG tends to run with a nasty rattle, jerk, and vibration in second gear, and at 30,000 to 40,000 miles, it can require costly repairs. In a six-speed wet clutch DSG, clutch and mechatronic failures are much less common.

Suspension Skoda Yeti.

The Skoda Yeti suspension is quite hardy, even on our roads it rarely worries the owners. Achilles' heel running gear, like on most modern cars turned out to be stabilizer struts and serve, depending on operating conditions, an average of 20 - 40 thousand kilometers, in cold weather rubber suspension elements may creak a little. Four-wheel drive realized with the help of a coupling " Haldex 4th generation", there are no complaints about this system, since it has been tested on many previous generations of the concern" VAG” and has proven itself only with positive side. Despite the fact that today cars with mileage of 100-150 thousand are sold on the secondary market, there is not much to talk about the suspension, the owners change only consumables in it.

• Rear silent blocks of levers and stabilizer bushings serve 80-100 thousand km.
• The resource of ball bearings is 200,000 km.
• Tie rods and tips nursed for 150-200 thousand km.
• The front brake pads serve 30-40 thousand km, the rear ones are about 80,000 km.
• Brake discs are enough for two or three sets of pads.
• In the rear suspension, with a run of 90,000 km, breakup levers become unusable.
• Fenders rear shock absorbers serve an average of 100,000 km.
• Racks and bushings rear stabilizer serve 90 - 110 thousand km.
• Rear suspension silent blocks have a resource of more than 200,000 km.

Salon.

The interior of the Skoda Yeti is made of high-quality materials and does not annoy with extraneous noise; on some models, the creak of door seals can annoy ( lubricated with silicone grease), and rattling inside the instrument panel. Also, over time, play appears in the driver's seat. Electrical equipment usually works without problems, and during operation characteristic sores was not identified.

Outcome:

Active, practical and family car enthusiasts who like to get out of the country for a picnic or fishing on the weekends will really like the Skoda Yeti, as its functionality and versatility are among the best in its class. As for a crossover, Yeti has good off-road qualities, but you still shouldn’t overestimate them, since the car is not designed to conquer off-road.

The advantages include:

• Good build quality.
• Affordable market value.
• Reliable suspension.
• Acceptable permeability.
• The durability of many components and assemblies.

Disadvantages:

• Seven-speed DSG transmission.
• 1.2 liter TSI engine.

If you are or have been the owner of this brand of car, please share your experience, indicating the strengths and weak sides auto. Perhaps it is your review that will help others to choose the right one. .