Škoda The Yeti is the first SUV of the Czech automaker Škoda. Despite its unconventional vehicle design, it quickly gained considerable popularity. Especially because of its roominess, good driving performance, reasonable costs and good engine choice, as well as robust reliability.
The Skoda Yeti passed the Euro NCAP crash test in 2009 and received five stars.
The interior satisfies with valuable materials, simple and transparent design and quality of workmanship.
In the Škoda Yeti, the seating area is sufficient for front passengers, the remark deserves only less legroom, due to the robust central tunnel.
There is also space in the rear seats, where two adults can sit comfortably. Due to the width of the interior, it can accommodate a third passenger, but the problem is the middle seat. This place is only suitable for short trips.
The variability of the interior, that is, the system taken over from Roomster, is commendable. The rear seats are separate and can be folded or removed individually.
The trunk has only an average volume of 416 liters. If the rear seats are removed, the boot capacity will increase to 1760 liters. The trunk has good access through a wide door that opens, the floor is at the level of the loading edge, but handling heavy luggage is more difficult due to the height of the edge (72 cm above the ground) and the relatively wide square bumper.
Engines - Škoda Yeti
Petrol engines - Škoda Yeti
The Škoda Yeti offered a solid choice of engines. The basis of the petrol offer is a four-cylinder 1.2 TSi (EA 111) with a power of 77 kW at 5000 rpm and a torque of 175 Nm available from 1500 to 4100 rpm.
Another interesting engine is the 1.4 TSi (EA 111) with 90 kW power at 5000 rpm and 200 Nm torque at 1500-4000 rpm. The design is based on an earlier 1390 cc (55, 59 and 63 kW) atmospheric engine. For decent performance, a quick response to accelerator pedal pressures is aided by a small turbocharger that spins up to 220.000 rpm, variable intake manifold opening times, with direct fuel injection into cylinders and a water-cooled air intercooler.
The engine pulls even at low revs and satisfies with a fast engine response - a small delay in turbine response. Compared to the smaller 1.2 TSi, it provides more power at higher loads or acceleration (overtaking) at higher speeds.
The Škoda Yeti 1.8-liter TSI engine with 118 kW (112 kW) at 6200 rpm and 250 Nm of torque at 1500-4200 rpm. The engine is characterized by refined driving and good flexibility in a wide range of speeds. Consumption is about 8,5 - 9 liters for normal driving, for more frequent driving in the city, however, it has a consumption of 10 liters or more.
Technical issues are not avoided with the 1.8 TSi, most often due to a failure of the hydraulic chain tensioner, resulting in a typical rattle. The risk of chain skipping is quite high, with fatal motor damage. The chain usually skips when the engine is switched off or started, especially if the vehicle is parked down a hill.
Digreen engine - Škoda Yeti
The basis of the diesel offer is a four-cylinder 1.6 TDI with a power of 77 kW and a torque of 250 Nm. It is characterized by relatively cultivated operation and adequate noise, with more noise occurring immediately after a cold start. Dynamically, less demanding drivers will be pleased.
Consumption averages about 6 liters, but with more dynamic driving, an increase of 1 liter is required.
For more dynamics, especially at lower revs, there is the Škoda Yeti 2.0 TDI with 81 kW (250, 280 Nm), 103 kW (320 Nm) and 125 kW (350 Nm). Even the weakest 2.0 TDI engine delivers solid dynamics, with a steady increase in torque, relatively little lag in turbocharging and a wide range of usable speeds. But beware, two versions were available for the Škoda Yeti. For the version with front-wheel drive, a five-speed transmission with a torque of 250 Nm is used. For the 4 × 4 version, a six-speed transmission with a more robust clutch (280 Nm of torque) is used.
The more powerful 103 kW (320 Nm) version offers greater dynamics that can be observed, especially when under load or when accelerating at higher speeds.
The most powerful diesel engine is the 2.0 TDI with 125 kW and 350 Nm of torque. Compared to the lower versions, it has a larger turbo, resulting in a larger turbo effect (sharp increase in engine thrust) and slower throttle responses.
The fuel consumption of the 2.0 TDI ranges from 6 to 7 liters from the weakest to the most powerful version with 4 × 4 drive, faster driving increases consumption by about 1-1,5 liters and rarely exceeds 9 liters.
Gearboxes - Škoda Yeti
There are five / six-speed manual transmissions, and six / seven-speed automatic DSG transmissions are also available. The manual transmission is precise.
DSG gearboxes can operate in two modes - fully automatic or manual. The mode is selected by moving the selector to the desired position, left (automatic mode) or right (manual mode). The DSG transmission is known for its fast responses and fairly well-defined operating logic.
The most common problems and breakdowns - Škoda Yeti
The Skoda Yeti is generally a robust and relatively reliable vehicle, however, when choosing a half-car, driving and origin (how the vehicle was used) must be taken into account. Many vehicles were overloaded with off-paved driving, which, of course, has an adverse effect on the overall condition. Such vehicles conceal various damage or excessive wear of the clutch and chassis.
For petrol engines, it is necessary to check or change the distribution (chain or belt), as well as to check the purpose for which the vehicle was used.
For petrol engines (direct and indirect injection), it is advisable not to neglect spark plug replacement. Over time, the coil is damaged, which leads to uneven work on the "smaller" cylinders. For engines with indirect fuel injection, it is recommended to replace the spark plugs every 60.000 km, on TSi and FSi engines every 50.000 km, with more frequent driving around the city every 40.000 km.
In the case of the Škoda Yeti with TSi engine, there are rarely problems with the drive mechanism (chain or hydraulic spanner). The service life of the drive mechanism as well as the service intervals are affected by the engine oil change interval and driving style. Problems with the transmission mechanism are revealed by a noisy start (lasts a few seconds), usually when the engine is cold, for example. after a night standstill, but sometimes the chain is noisy with the engine warm, for example when driving at low revs.
Depending on the engine, the culprit is either a hydraulic chain spanner that is malfunctioning or the chain is stretched. The problem should not be ignored and it is necessary to replace the complete engine drive mechanism, otherwise the chain can skip and cause much bigger problems. Depending on the type of engine, drive problems are manifested by a bright MIL warning light - engine diagnostics, poorer start, reduced power or poorer consumption. Depending on the type of engine, the manufacturer modified the engine drive mechanism during 2011 and 2012.
Much of the propulsion problem has been solved within the warranty period, but many engines, especially those that are less used, can still expect a propulsion problem. If it is not possible to find service history or if the original chain is in the engine, it is advisable to replace the drive mechanism with modified components.
TSi engines, the deposition of increased amounts of soot, either in the engine itself or in the intake manifold. Increased soot production in the engine compartment generally indicates long oil change intervals. The result is a gradual reduction in engine power, poorer engine performance, as well as the risk of valve overheating, increased wear on the turbocharger as well as the engine itself. Therefore, it is recommended that the oil be changed up to a maximum of 15.000 km / 1 per year, with more vehicles used, of course, less oil change interval. Pay attention to the quality of fuel - from time to time add gasoline with more octane (min 98) or. regularly add (at least once every 3-5.000 km) gasoline additive.
Especially if maintenance is neglected or service intervals are extended beyond 15 km, hydraulic valve lifters can become clogged. This problem is gradually reflected in a decrease in engine power, idling oscillations, subsequent loss of engine pressure, valve damage, excessive camshaft wear and increased oil consumption. Prolonging service intervals or using unsuitable oil gradually leads to excessive wear of the drive mechanism - faster stretching and increased noise of the timing chain (chain drive motors).
The TSi engine is sometimes a problem with the dirty catalytic converter, which is especially true for drivers who drive at a generally slow pace and the engine runs at low rpm. In the long run, this driving style runs the risk of catalyst clogging, which the control unit can sometimes consider to be a catalyst failure. It is recommended that you occasionally go out on the open road and ride a little harder.
With TSi engines that are driven more frequently on shorter distances, especially with a cold engine, there is a risk that the engine oil will be excessively diluted with unburned gasoline, which brings additional dangers of excessive engine wear. The solution is to drive on the highway from time to time or change the engine oil more often. TSi engines often have a rough sound after a cold start, less cultivated operation and sometimes lower acceleration. This is caused by the sudden heating of the catalyst by raising the temperature of the exhaust gases. However, this regime only lasts for a while and does not mean a technical problem.
TSi engine (1.4 TSi and 1.8 TSI), is more likely to cause excessive wear of the variable valve timing mechanism, resulting in noisier and uneven engine operation (especially at lower revs) or error messages (MIL) or reduced power. It is recommended to change the variator together with the drive chain.
In the early years, the 1.4 TSi was known for a problem with the turbine bypass valve, which is reflected in a drop in acceleration. Most of these errors were solved by replacing the turbine housing, which was modified.
Occasionally there is an oil leak, mostly the hose for ventilation of the housing (usually at 1.2 TSi).
For diesel engines, with mileage over 150.000 km, the problem of excessively worn floating flywheel can be present, which is reflected by vibrations at idle, jerking when moving and noise at lower speeds.
The most common engine failures of the 1.6 TDi and 2.0 TDi are cracking of the EGR valve radiator (more often in winter, and especially in the case of vehicles, especially for vehicles driving on shorter routes) - coolant penetrates the intake, fluid loss. Coolant loss can also be caused by the water pump, so it is recommended to change it together with the distribution, which saves work and avoids unnecessary problems. When driving more frequently over short distances, there are problems with the EGR valve - dirt (poor thrust, choking or safety mode, together with the engine light). The exhaust gas recirculation system controls two valves, one is pneumatically controlled through the radiator, and the other, via el. engine, passes directly back into the intake. With an increasing number of km, el. the motor valve gradually becomes clogged, which causes excessive stress on the electric motor. The result is an electrical burnout. engine that controls the EGR valve valve. EGR valve and exhaust cooling system are quite expensive.
2.0 TDi (103 and 125 kW) diesel engines may be affected by the problem of vortex valve regulation due to soot clogging. To control the flaps, increased force is required, which causes the control rod to break and the system to malfunction. The error is usually reflected in the engine / increased power consumption, uneven operation or switching to safety mode.
Worn injectors come with more mileage. Excessive wear or malfunction of the injector may also involve the use of lower quality fuel, so it is advisable to add high quality diesel fuel from time to time. The injectors are more sensitive, especially with the 1.6 TDi engine. Excessive injector wear causes the following problems, such as a cold start of the engine, uneven operation, small fluctuations in speed or poor engine power. Higher mileage carries the risk of a problem with the turbocharger (which is reflected in increased oil consumption, suction of oil into the intake, reduced / variable power) or a problem with the control of filling pressure.
In the case of the 1.6 TDi (Euro 5) engine, there is sometimes a slight engine shutdown, engine speed fluctuations or difficult starting. The reason is usually incorrect data of the flowmeter, which requires its replacement. However, it often happens that there are no problems and the reason may be an unsuitable air filter (best to change the original) or a malfunction of the temperature sensor.
Problems with the DPF filter usually occur only after higher mileage (usually over 250.000 km), and if they do occur sometimes, they are mostly the result of frequent driving on shorter routes when regeneration is insufficient and the filter gradually becomes clogged. Of course, the condition of the engine itself, especially the injection system, EGR, turbine, cylinder head / valve and piston / cylinder wear, also affects the life of the DPF. Problems with the DPF system are usually reported by means of an indicator light, switching the engine to safety mode. The approaching end of the DPF of the filter is usually manifested by an increased frequency of regeneration with a slight increase in average consumption.
In the case of a vehicle equipped with a six-speed DSG transmission, the transmission must be properly checked. Gear changes must be noiseless or hard in both modes (automatic and manual) even at high speeds. Also, the rides should be as smooth as possible and without excessive vibrations. It is also important to carefully check the gear ratios with the levers on the steering wheel up and down. Problem with DSG (only occasional problems with control electronics), but be sure to change the oil up to 60.000 km, for sports versions every 30.000 km - about 5 liters VW G052182 A2 / A6. Oil change is especially important due to the formation of impurities from the joints, as well as due to small metal particles from the gears, which negatively affect the operation and life of the gear components. Problems with mechatronics or excessive wear and tear of the clutches mainly occur at higher mileages (mostly over 200.000 km) or wild driving style, especially in combination with more powerful engines. DSG gearboxes are very good, but DSG gearboxes paired with powerful engines and neglected maintenance leave a mark, and the new owner expects expensive repair costs.
The reliability and life of the seven-speed DSG transmission is somewhat weaker than usual in the case of the six-speed DSG. Occasional problems are present at a mileage of over 100.000 km of clutch overload, and there is a lack of mechatronics itself. You should also pay attention to starting the vehicle without gas, when the driver turns off the brake. There is increased slipping and thus overheating of the joints, which negatively affects their life. All in all, care must be taken with this transmission and if the vehicle has more than 100.000 km, the functionality of the transmission must be properly checked. Possible repairs are very expensive.
More often in the first years, they could have problems with vehicle electronics. This includes, for example, a non-functional air conditioning panel, no speaker, window or folding mirror problems, and sometimes problems with the engine or ABS / ESP control unit.
A relatively common Yeti problem is surface corrosion. This is not a worse quality of corrosion protection, but structural properties that cause surface corrosion. The fender is more resistant to stones, because it is protected by a protective transparent foil. The installation of this foil is therefore also recommended for the lower part of the rear door. Rust also appears on the top of the roof above the windshield. The culprit throws stones at her again. In addition, corrosion occurs on the rear doors, especially for the strips on the side of the window. In this case, the heat stretches the tape, the sharper edge of which gradually damages the varnish, which led to the formation of rust.
There are also noises from the interior plastics, especially for vehicles with higher mileage or if the vehicle is driven more often off the asphalt road. There is also a faulty air conditioner, where the compressor is mostly faulty.
The chassis has a relatively robust construction and the loofah mainly occurs in strong blocks and shoulders after greater mileage. First, it is most likely that the loofah will appear in the front transverse stabilizers, which is manifested by sounds in the case of unevenness. Later, noise appears in the posterior strong block of the front shoulder and the lower sphere. Backlash in the rear trap occurs mainly after 200.000 km. First, there is a gap in the strong blocks, which is manifested by the position of the rear wheels similar to the letter A, as well as worsened driving characteristics - moving the rear when changing the direction of travel. It is also recommended that the geometry of the trap be done regularly (at least every two years), otherwise the eccentric bolt of the rear axle may get stuck, and it will be necessary to change the entire shoulder.
With the 4 × 4 model, and especially with off-road vehicles, mechanical damage to the chassis from driving on more demanding terrain must be taken into account, and the shock absorbers are subject to faster deterioration. With the 4 × 4 version, noise from the rear of the vehicle can occur over a number of kilometers. This is due to the imbalance of the PTO shaft. It usually helps to replace the balancing disc, but sometimes it is necessary to replace the entire cardan shaft, which is a more expensive repair.
Pogon 4 × 4 - Škoda Yeti
The advantage of Haldex is the low cost of service, because it is only necessary to change the oil at 60.000 km, it is recommended that the service interval be respected for a longer service life. All in all, the system is, of course, reliable, with reasonable handling, the Haldex and rear axle will last hundreds of thousands of miles.
Shortening or destroying Haldex will happen due to towing heavy trailers, or excessive off-road driving, etc. In the long run, driving with improperly inflated tires is also inconvenient because the system is relatively sensitive to the difference between the speeds of individual wheels.
When purchasing a 4 × 4 version, the functionality of the system must be tested.
Service - Škoda Yeti
1.2 TSi, 1.4 TSi (EA111) and 1.8 TSi engines have so-called maintenance-free chain. Diesel engines have a toothed belt, where the replacement interval depends on the type of engine and the year of production from 180.000 to 210.000 km or 8 years. Especially in the case of frequent trips around the city or, it is better to replace the gear belt with accessories for a maximum of 150.000 km.
Engine oil should vary in accordance with the indicator on the instrument panel, which is sometimes 20000, and sometimes up to 30.000 km. However, practice shows that, especially for diesel and gasoline engines with direct injection, such long intervals lead to increased deposition of soot deposits, excessive wear of some components and subsequent complications. Therefore, it is recommended to interrupt the interval and change the oil every 15.000 km. In case of buying a vehicle with an unclear past, or with more than 150.000 km of driving, it is recommended to do so. washing and, in particular, for the TSI for engines, also cleaning of the oil sump and suction vessels of the oil pump. Clogged suction vessels lead to lower lubrication oil flow / pressure, which has a negative effect on the function of the hydraulic chain tensioner - faster pulling and thus increased risk of slipping and engine damage, limited hydraulic valve lifting function - accelerated valve and cylinder head wear, limited lubrication turbochargers and the engine itself - faster wear.
Used Škoda Yeti prices - review
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