Recalls: Skoda 5L Yeti
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls Skoda 5L Yeti
2013 model year Skoda 5L Yeti with 7sp DQ200 DSG: loss of power
In March 2014, a recall was issued for 2013 model Skoda Yeti vehicles that were fitted with seven-speed DQ200 Direct Shift Gearboxes (DSGs). In these vehicles, sulphur in the gear oil and an inorganic heat stabiliser in the plastic parts of the mechatronic unit could cause metallic surfaces to suffer from electrolytic corrosion, particularly in conditions with high temperatures and humidity. Conducting particles could then settle between the circuit paths of the control unit and cause a short circuit and blow the gearbox fuse. If the fuse were to blow, the clutch would open and freewheel, resulting in a sudden and total loss of power to the wheels. Although other vehicle systems such as steering and braking would continue to function, the loss of power may pose a hazard to occupants and other road users. For the VINs of the recalled vehicles, please see PRA 2014/14013.
2011-15 Skoda 5L Yeti with diesel engines: NOx emissions
In October 2015, Skoda issued a recall for Skoda Yeti vehicles with 2.0-litre EA189 diesel engines that were available for sale from 2011-15. According to the recall notice, the exhaust emissions for these vehicles ‘may not meet the regulatory requirements when the affected vehicle is driven under normal conditions’ (see ‘Diesel engines: NOx emissions “defeat device”‘, below). For the 2.0-litre EA189 engine, a software update will be introduced which takes advantage of improved simulation of air currents inside the air intake system. Volkswagen aims to implement the software update from January 2016; the labour time for installing the updated software is around half an hour (PRA 2015/14956).
2017 model year Skoda Yeti: parts of seatbelt tensioner may dislodge
In July 2017, a recall was issued for ‘2017 model year’ Skoda Yeti vehicles because the gas generator of some front seatbelt tensioners may have been incorrectly crimped onto the actuator pipe of the belt tensioner. As a result, parts of the pyrotechnic system for the front seatbelts tensioners may become dislodged on deployment in the event of a collision and enter the vehicle’s interior, posing a hazard to vehicle occupants. For the VINs of the recalled Skoda Yeti vehicles, please see PRA 2017/16197.
2014-17 model year Skoda Yeti: Takata driver’s airbag recall
In July 2018, a recall was issued for 2014-17 model year Skoda Yeti vehicles. In these vehicles, the Takata-supplied driver’s airbag contained propellant wafers that could degrade over time due to the absorption of moisture. If the vehicle was in a collision that triggered the airbag, excessive internal pressure could cause the metal airbag inflator housing to explode/rupture, such that metal fragments would be projected through the airbag material and into the cabin – these metal fragments posed a serious risk of injury or fatality. For the VINs of the recalled vehicles, please see PRA 2018/16909.
2013-15 model year Skoda 5L Yeti DSG: pressure accumulator crack and loss of power
In October 2019, recall campaign 35E1 was issued for 2013-15 model year Skoda 5L Yeti vehicles. Due to a production fault, a crack in the transmission’s pressure accumulator (within the mechatronics housing) could occur. If the pressure accumulator cracked, oil and pressure would be lost in the hydraulic system of the gearbox. If this occurred, the transmission of engine power would be interrupted, similar to depressing the clutch in a vehicle with a manual transmission – this increased the risk of a collision and injury to vehicle occupants. For the VINs of the recalled vehicles, please see PRA 2019/17887. AustralianCar.Reviews understands that the recalled vehicles had seven-speed DQ200 DSG transmissions.
Problems and faults: Skoda 5L Yeti
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
2012 Skoda 5L Yeti 112TSI: chain tensioner retainer failure
For 1.8 TFSI/TSI and 2.0 TFSI/TSI EA888 engines – such as the Skoda 5L Yeti’s 112TSI (engine code: CDAA) – that were manufactured from 2008 to 1 May 2012, the chain tensioner retainer was susceptible to failure. If this occurred, the pistons and valves could collide and cause serious engine damage. The chain tensioners could fail as early as 30,000 kilometres and it is recommended that owners have the most recent chain tensioner retainer fitted as a preventative measure.
Background
The tensioner on the camshaft chain used oil pressure to maintain tension. When there was no or low oil pressure, the tensioner would fall back on its ratchet to maintain tension. The ratchet, however, could slip and release chain tension – this would cause the chain to move on the sprockets and skip a couple of teeth before sufficient oil pressure accumulated to tension the chain. By skipping teeth, the engine’s camshaft timing was altered and the ECU would continue to adjust camshaft timing – generally, this caused either rough running or the vehicle would not start. It is understood that if the chain skipped around six teeth, then the pistons could collide with the valves in the cylinder head such that the engine had to be rebuilt or replaced.
Symptoms
Symptoms of a failed chain tensioner retainer include:
- The engine won’t start;
- On start-up, there is a rattling noise from the engine bay for a few seconds (until sufficient oil pressure accumulated);
- Illumination of the ‘check engine’ light, potentially accompanied by camshaft timing errors; and,
- Misfires (if the valves are bent).
Retainer revisions
The part number for the original chain tensioner retainer was 06H 109 467 AB. While a revised chain tensioner retainer was first introduced in engines built from 17 May 2010 and a second revision was introduced for engines built from December 2011, it is the third revision of the retainer – part number 06K 109 467 K – which was introduced for engines built from 1 May 2012 which fixed the problem. For further information on this problem, please see Golf GTi UK Forum: Timing Chain Tensioner Failure.
2011 Skoda 5L Yeti 1.2 TSI: stretched timing chains (CBZ engines)
Models and engines affected
For Skoda 5L Yeti 1.2 TSI vehicles with CBZA, CBZB and CBZC engines that were manufactured prior to 18 June 2011, the timing chain was susceptible to elongation (or stretching). In Australia, however, the only model that was potentially affected was the Skoda Yeti 77TSI. Symptoms of a stretched timing chain include:
- A rattling noise from the engine bay; and,
- If the timing chain skips teeth on its sprocket, the valve timing may be disturbed. This could cause rough running, illumination of the ‘check engine’ light and, at worst, contact between the valves and pistons which causes serious engine damage.
If the engine warning light illuminates, the vehicle should not be driven.
Repair kit
Since the original timing chain (part no. 03F 109 158B) was susceptible to elongation, Volkswagen released a repair kit (part no. 03F 198 229 A) which included:
- A reinforced chain (part no. 03F 109 158 K); and,
- A new chain guard with anti-jump teeth (initially, part no. 03F 109 210 C and, subsequently, part no. 03F 109 210 D).
Whilethe 03F 198 229A repair kit prevented the timing chain from stretching, there may still be a rattling noise heard in the first five seconds after start up from the hydraulic chain tensioner since it takes time to accumulate oil pressure. Since the spring inside the chain tensioner loosens over time, this rattling noise is more likely to be heard on older, higher mileage 1.2 TSI engines.
June 2011 production changes
This revised chain and chain guard were incorporated into production from 18 June 2011 – this corresponds to engines numbers after:
- CBZ* 462774 (for Mlada Boleslav production); and,
- CBZ* 714253 (for Salzgitter production).
The production location can be determined by inspecting the sticker on the boost pressure pipe or on the intercooler (‘M’ for Mlada Boleslav or ‘S’ for Salzgitter).
November 2011 production changes
On 7 November 2011, new versions of the CBZ engines were introduced (part no. 03F 103 101 B). For the post-November 2011 CBZ engines, changes included:
- A wider timing chain (part no. 03F 109 158 G);
- New chain guides (03F 109 509 and 03F 109 469 E);
- A black chain tensioner (changed material and size); and,
- An improved upper sprocket (changed materials and tooth design).
As such, the post-November 2011 1.2 TSI are not susceptible to the start-up rattle noise of the earlier engines. For reference purposes, however, the timing chain repair kit for these engines has the part no. 03F 198 158 B.
Pre-2012 Skoda Yeti 1.2 TSI (CBZ): shim and ECU update
For pre-2012 Skoda 5L Yeti vehicles with the 1.2 TSI engine (engine codes CBZA, CBZB and CBZC), the Mahle Rotary Electronic Actuator (REA) may malfunction due to the variable nozzle turbine (VNT) sticking as a result of carbon build-up. This may cause the following symptoms:
- The Electronic Power Control (‘EPC’) warning light would illuminate and the vehicle would enter ‘limp home’ mode;
- When slowing down in second gear (for example, prior to cornering or entering a roundabout), the driver may experience delayed power delivery when trying to subsequently accelerate; and,
- Error code P334B (Charge Pressure Control Actuator – Mechanical Malfunction) may be logged when driving, particularly when lifting off after heavy acceleration.
For Australia, potentially affected vehicles were limited to the 5L Yeti 77TSI (CBZB).
To fix,
- A 2 mm shim was to be fitted between the wastegate actuator and the turbo body; and,
- The engine control unit (ECU) was to be updated to calibrate the new actuator position.
It is understood that the ECU re-programming also provided more progressive power delivery. For Skoda vehicles, these measures were implemented as service campaign 24W6.
Some owners experienced rough running subsequent to these measures being implemented. While dealers advised that this should resolve itself within 800 kilometres (500 miles), owners have reported that this has not always been the case.
Pre-2011 Skoda Yeti 1.2 TSI: #3 cylinder HT lead failure
For pre-2011 Skoda Yeti 1.2 TSI models, the high tension (HT) lead for cylinder three passes close to the exhaust manifold. Due to the heat of the exhaust manifold and the lack of insulating material for the HT lead, the lead can be damaged and cause the following symptoms:
- The Electronic Power Control (‘EPC’) warning light illuminates and the vehicle enters ‘limp home’ mode;
- Rough running; and/or,
- Loss of power.
It is understood that the HT leads on post-2012 1.2 TSI engines had heat-resistant sleeves at the coil end to protect against heat radiated from the exhaust manifold.
Skoda 5L Yeti with diesel engines: NOx emissions “defeat device”
Australian-delivered Skoda 5L Yeti vehicles powered by 2.0-litre diesel engines that were available for sale from 2011 to 2015 had software in the electronic control module (ECM) that could sense – via sensors measuring the position of the steering wheel, vehicle speed, the duration of the engine’s operation and barometric pressure – when the vehicle was undergoing emissions testing. The ECM would then run a ‘dyno calibration’ to produce lower nitrous oxide emissions during testing. At all other times, the ECM would run a separate ‘road calibration’ which reduced the effectiveness of the emission control system, specifically the selective catalytic reduction (SCR) or the lean NOx trap.
Based on testing conducted by the EPA and the California Air Resources Board (CARB), NOx emissions for the ‘road calibration’ were 10 to 40 times higher than US standards – this led the United States Environmental Protection Agency (EPA) to issue a notice of violation under the Clean Air Act. As a result, these vehicles did not meet the environmental standards claimed by Volkswagen.
