Škoda is offering adaptive Dynamic Chassis Control in Octavias

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The 2017 range of ŠKODA Octavia models is becoming even more dynamic and efficient. A new high-tech, three-cylinder turbo petrol engine completes the engine range; adaptive DCC is optional for versions with 150 PS or more.

A turbo-charged, three-cylinder petrol engine has replaced the 1.2-litre, four-cylinder version. From its engine size of 999cc, the new 1.0 TSI produces 115 PS and provides 200 Nm of torque between 2,000 and 3,500 rpm. The first three-cylinder engine in the history of the Octavia has sophisticated acoustics and enables a driving performance that surpasses its predecessor.

In combination with 7-speed DSG, the new 1.0 TSI accelerates the ŠKODA Octavia hatchback from 0-62mph in 9.9 seconds and achieves a top speed of 126mph. Combined with a 6-speed manual gearbox, 62mph can be achieved in just 9.6 seconds. The ŠKODA Octavia Estate is also available with 7-speed DSG or a manual gearbox; with a 124mph top speed and 10.1 second or 9.8 second 0-62mph time respectively.

The biggest improvement, however, is to the new three-cylinder TSI’s fuel consumption, which is 8 per cent lower than that of the previous engine. The hatchback with 7-speed DSG can return 62.8mpg emitting 105 g CO2/km, while the manual gearbox lowers the latter to 104g/km. Choose the Octavia Estate and this increases to 61.4mpg (106g/km) and 62.8mpg (105g/km) respectively.

An optional aero package which further increases efficiency includes a lowered sport chassis, active air flaps, a tailgate or roof spoiler for further improved air flow and low rolling resistance tyres. Fuel consumption drops to 64.2mpg and the CO2 emissions to 102g/km in both the hatchback and the Estate with manual gearbox.

The new 1.0 TSI in the ŠKODA Octavia is state of the art in all aspects of technology. Its compact construction and aluminium crankcase mean the three-cylinder engine weighs just 78 kg. Its aluminium pistons and the forged connecting rods are balanced accurately, enabling quiet and smooth running even without the presence of a balancing shaft. In the entire crankshaft assembly, the rotating mass is low in weight and friction loss is minimal. The crank case and cylinder head have their own cooling circuits; the exhaust manifold integrated into the cylinder head forms an important component of the engine’s powerful thermo-management.

To improve the charge cycle, the inlet and exhaust camshafts can be adjusted by up to 50 and 40 degrees of crankshaft rotation respectively. The common rail system injects the fuel with up to 250 bar of pressure. The turbocharger’s intercooler is integrated into the induction tract, instantly increasing the boost pressure which can reach up to 1.6 bar (relatively).