The Skoda automobile concern is one of the oldest in the world. We remind you that in 2000 he became part of the Volkswagen Group. The company began its thorny path with the production of bicycles, and today it is a global automotive giant that produces a huge number of different cars. The most popular model of the Czech concern is the Skoda Yeti. This car is very fond of Russian fans of the brand. I think many will be interested in where the Skoda Yeti is assembled specifically for the Russian market. In our country, this model of the machine is produced by two enterprises at once. One was opened in 2007 near Kaluga (Grabtsevo technopark), and the second is the GAZ plant, which is located in Nizhny Novgorod.

The Kaluga plant also produces other Skoda models. In addition, there is another enterprise in the neighborhood that produces various components that help cars adapt to Russian roads. Some parts are delivered directly from the Czech Republic, after which the machines are assembled, welded and painted. This car model is produced not only by the Russian Federation, in Ukraine there is also an assembly plant for the Skoda Yeti, here the model is assembled at the Eurocar plant, not far from the city of Uzhgorod. The enterprise was opened in 2001, and today it is the most powerful plant of the holding.

Reasons for assembling the model in other countries

It is known that the Czech Republic is the main production capacity of all Skoda models, why then does the manufacturer open factories in other countries? It will be much more profitable to modernize existing enterprises than to build new ones. It's all about profit. To bring a car to the Russian Federation, you need to pay a considerable tax, besides, our labor force is much cheaper, and if we organize the production of basic components, it will be more economical and profitable. The main reason for where the Skoda Yeti is made is for economic benefit.

Cars come to car assembly plants in parts:

• body assembled with interior
• rear suspension with propeller shaft
• engine assembled with front suspension.

The assembly steps, roughly speaking, take no more than three hours. Each of them requires only twenty minutes of time. What's the point? It's pretty simple. At the Czech plant, the car is dismantled and, under the guise of parts, is transported to Russia by rail, and here at the factories it is assembled as a designer. You will not notice the difference between domestic and Czech cars. Because every car is assembled from original parts. The quality of the vehicle will depend not on the region where it is produced, but on the specific plant and its quality standards. And since the Skoda Yeti is produced under license, each car meets the European quality standard.

Let's remember history

Each automobile concern has its own history of creation, Skoda is no exception. It all started with the friendship of two Czechs, who in the distant 1885 created a small enterprise that produced ordinary bicycles. They created all the models according to their own drawings, and since they were doing well, they soon began to produce motorcycles. The company was located in the city of Mlada Boleslav, where the Skoda Yeti is produced to this day. Starting in 1905, the company began producing cars. The very first car of the brand was the Voiturette A. At that time, this unit was very popular in the Czech Republic. In the 70s, the concern went through a crisis, and 10 years later the Skoda Favorit model came out into the world, thanks to which the Czechs again became successful.

Today, the brand produces sedans, crossovers, trucks and buses. The all-wheel drive Yeti has become the most popular car among buyers and fans of the brand. The largest enterprise of this model is the plant in Mlada Boleslav. In addition, this car is assembled in the cities of Kvasiny and Vrchlabi. Cars are also produced by Kazakhstan, China, Bosnia and Herzegovina. Nowadays, the Skoda brand is high quality and time-tested reliability.

Probably one of the most common fears of Russian motorists in the recent past is domestic assembly. Buyers were afraid of her like a plague, sometimes refusing to purchase coveted foreign cars. Now the situation has changed radically - 80% of cars sold in Russia are assembled here. How are they assembled? And is this process different from the foreign one? We answer both questions by examining Skoda factories in Kaluga and Mlada Boleslav at once.

Let's start, of course, with the nearest one - a production site in the Grabtsevo Technopark, which is located near Kaluga, 170 km from Moscow. This plant is common to all three brands belonging to the Volkswagen concern, and therefore the name has a general corporate name - "Volkswagen Group Rus". Not only Skoda cars are assembled here, but also Volkswagen itself, as well as by SKD technology in a separate Audi workshop.

The enterprise was built in the literal sense of the word in an open field in 2007, and already in 2009 it switched to full cycle production, that is, welding, painting and assembly itself. Since 2013, Skoda has assembled one model here - the bestseller of the Czech brand Rapid, which replaced the previous generation of the Fabia hatchback. The popular Octavia and the Yeti crossover are produced at the GAZ plant in Nizhny Novgorod.

The place was named Technopark not for a good word. The leadership of the Kaluga region managed to turn its region into a real production cluster: component manufacturers, including the sites of such world giants as Gestamp and Magna, are located in the immediate vicinity of the car assembly plant. An assembly plant for three more car brands is also located nearby. Well, to the heap, all Samsung electronics for the domestic market are produced here.

According to domestic tradition, the Skoda plant meets with clear discipline and strict rules, giving the impression of a defense enterprise. This is a common practice in almost any serious high-tech production. Moreover, Skoda is still quite loyal: mainly the severity concerns photography of individual objects inside the plant. At AvtoVAZ, for example, the serial numbers of cameras and dictaphones are rewritten at the entrance of the journalists at the entrance, and at some auto parts production, the journalists return the memory cards at the exit and receive them back with filtered images. Industrial espionage, even unconscious, has not been canceled.

The widespread misconception of Russians that world auto concerns are building factories in Russia on a leftover principle is dispelled as soon as you enter directly into production. The enterprise was built in several stages according to the highest standards of the Volkswagen concern using the most modern equipment - the total investment in construction and development cost a space billion euros.

The first workshop - body... Here the Skoda Rapid body takes on the shape of a car, being welded into a single whole from different panels. Almost all metal is domestic. It is rolled and stamped at the nearby Gestamp facility. Spot welding is done by hand using large overhead manipulators. But the main body welding is performed by robots, and the roof is welded using the most modern method - a laser.

Of course, quality control is carried out at almost every stage, which is sometimes integrated directly into the process. So, at least once a day, a ready-made Rapid body is chosen at random, which is tested and measured in a laboratory specially built at the plant at hundreds of control points, including checking with a Zeiss laser right in the welding shop. Any discrepancy is a reason to stop the conveyor and thoroughly recheck the equipment, and the unusable body is sent for disposal. True, this happens extremely rarely. The same laboratory is engaged in the control, verification and coordination of all issues with the suppliers of components.

Before being sent for assembly, the body is primed twice, painted and covered with anticorrosive agent in the form of hot wax and the brand composition of the Volkswagen concern. In terms of color preferences, Russians are conservative - either dark colors or silvery and white are in priority. The Volkswagen Polo sedan, which is interspersed with Rapid on the conveyor belt, has a fashionable brown shade that has become in demand.

In total, the plant in Kaluga employs suppliers from more than 45 countries of the world. However, the level of localization is quite high: in addition to metal, Russia produces exhaust system elements, fuel tanks, seats, a front panel and interior trim plastic. Thanks to the Russian production of engines, the total percentage of localization of Skoda Rapid should be 60% by the beginning of 2017.

The second most important event in the history of the Kaluga plant was the launch in the fall of 2015 engine assembly shops, but in reality - a separate manufacture. Moreover, the Volkswagen concern is one of the first who decided to establish the production of motors in Russia. For localization, the most popular and customary in terms of "size" atmospheric unit with a volume of 1.6 liters with a boost of 90 or 110 liters was chosen. from. EA211 series. This is a modern engine that replaced the "veteran" of the CNFA series and is, in fact, a TSI engine, only with the turbine removed.

Engine production is also almost completely localized. Blocks and block heads are cast from domestic raw materials in Ulyanovsk, in the Russian branch of the Mexican company Nemac. And the rest of the final assembly operations, including the machining of heads and crankshafts, are carried out directly at the plant in Kaluga. Again, not only the established image of the brand is responsible for the build quality, but also the 13 modern robots that work here - alas, all are entirely foreign manufacturers, as, in fact, almost all the equipment of the plant.

After the assembled engine is sent for a "hot test", that is, for testing in all possible operating modes, including starting, idling, performance at maximum loads. In addition, the electrical, fuel, oil and cooling systems, as well as the gas distribution mechanism, power and torque indicators are checked.

A car factory is, among other things, a first-class employer. Despite the crisis in the industry, Volkswagen Group Rus did not get carried away with layoffs, but simply transferred the enterprise to a two-shift work schedule. The average salary at the plant is about 30,000 rubles plus a full social package, including free food and transportation. About 8% of the staff are women. Of course, factory employees can buy a Skoda at a very good discount or buy out one of the company cars.

In total, workers at the Kaluga plant assemble 90 Skoda Rapids per day. Given the difficult times, this is still enough to provide a model not only for Russia, but also for the countries of the Customs Union. All assembled cars before being sent for sale (by the way, you can buy a car right at the factory - there is a dealership nearby) undergo a series of checks: a double skylight and a rain chamber - to search for leaks, a roller stand - to test driving and braking characteristics, public roads - to actually check the performance of the entire vehicle. This is how Skoda is produced here. How do the Czechs themselves do it?

An hour and a half to Moscow, three more - by plane to Prague and an hour, of course, driving a Skoda to Mlada Boleslav, and you are in the very heart of Czech automotive life - first brand factory, where in 1905 the first car was produced, then still called after the founding fathers - Laurin & Klement. Cast not only in history, but also in bronze, the founders greet guests at the gates of the Czech automobile city, which begins with the museum and the brand's headquarters. You can also buy a car here.

The fact that the automobilization of the world in general and Europe in particular is growing at an unimaginable pace, says the historical statistics of Skoda. From 1905 to 1991, the Czech company produced 5,000,000 vehicles. And only from 1991 to January 2016 ... 13 million cars were produced! Moreover, in 2014, for the first time, an annual production record was set - 1,000,000 Skoda vehicles in 12 months.

Let's leave the cultural program behind the scenes. Let's just say that the exposition is simply a must-see for everyone who is nearby. We go directly to the factory, which is located a little to the side.

In terms of size, it is, of course, incomparable with the enterprise in Kaluga. More than 50% of all existing Skoda models are produced here. In addition, engines and transmissions, both mechanical and robotic, are also produced here. That is why the plant looks more like a small town. It even has its own Wenceslas Square - this is how employees call the widest central street.

Unlike the Russian company Skoda, anyone can get to the plant in Mlada Boleslav by buying a tour, which includes a visit to the museum and production. The cost for an adult is 200 CZK (about 600 rubles), for a child - 100 CZK (about 300 rubles).

The first sensation in the production of Skoda in the Czech Republic is the incessant movement. Everything seems to be moving here, and most importantly - independently! Even carts with body panels are rolling around the factory by funny little robotic towing vehicles. Robots are another striking feature of the Czech company. Almost all welding processes are automated, the most important of which are carried out with a laser. In the body shop, people perform primarily the control and auxiliary function of operators.

In the neighboring workshop, as well as in Kaluga, production of engines has been established, almost all of which are TSI turbo families. Compared to the body shop, the level of automation is slightly lower here - robots perform the most complex operations requiring high precision. People are mainly engaged in the subassembly of attachment parts, after which the engine is sent to the chamber for filling process fluids and to the robot, which applies a serial number to the motor.

Women at the plant in the Czech Republic make up 20% of the workforce. The average salary of a “clean” person in terms of the common European currency is about a thousand euros: by local standards, this is not bad money. On the basis of the enterprise, its own technical college was created, which trains future production personnel for Skoda.

Last workshop - final assemblywhere painted bodies are moving along the conveyor, ready for the so-called wedding - docking with the chassis. The work is carried out manually, with the exception of gluing glass roofs and individual elements of the interior, installed using special manipulators. To help people - special hanging and floor chairs that facilitate work. There are the same at the plant in Kaluga.

Most of the models on the assembly line are the new generation Skoda Fabia, which turned out to be expensive for Russia and was replaced by the equally successful, but more affordable Rapid. Another difference between European buyers and Russian ones is the choice of light and bright colors that enrich the traffic flow.

In the Czech Republic, in addition to the central plant in Mlada Boleslav, there is also a plant in Kvasiny and a production of gearboxes in Vrchlabí. In total, 25,500 people work in the Czech Republic to produce Skoda, producing 650,000 vehicles annually, about 1,825,000 gearboxes and about 730,000 engines, making the Czech Republic one of the largest automakers in Europe.

What's the bottom line?

If we talk about the difference in Skoda production between Russia and the Czech Republic, then in technological terms it does not differ much, which, in general, is confirmed by the reviews of Skoda customers in Russia, who have almost no complaints about the quality of domestic assembly. Nuances are exclusively in scale, model range and, of course, work automation. The atmosphere is the most different. If in Russia the Skoda car production is just a business project, a branch that is rather closed and located at a distance from the rest of life, then in Mlada Boleslav Skoda is an integral part of the Czech Republic, a symbol, a whole automotive world turned into a technoland with full immersion in a century the history and life of the brand. Unsurprisingly, most of the country's population is not considering buying anything else ...

From the reviews of the Skoda Yeti, we can conclude that many criticize its appearance. There is no dispute about tastes, and in the case of a used car, visual appeal is of secondary importance. But we must admit that the Skoda crossover cannot be denied originality. Large round lights (before restyling in 2013) and a line of side windows characteristic of the brand do not allow the Skoda Yeti to be confused with any of the competitors.

Body.

Skoda, creating the Yeti, acted in accordance with a strategy of filling the empty niche between segments. The car was tasked with covering the rear of the larger Volkswagen Tiguan and pushing the first generation Nissan Qashqai.

The Yeti is 4.22 meters long and has a wheelbase of just under 2.58 meters. This was enough to accommodate two comfortable rows of seats inside. Moreover, the back sofa has three independently adjustable parts. Rectangular body shapes instead of fashionable pseudo-coupe lines allowed to get a good all-round view - almost perfect by today's standards. The luggage compartment has the correct shape and standard capacity - 416 liters. The capacity can be increased to 1,760 liters by folding the rear seats. Even the basic version has roof rails for increased transport capabilities.

The body of the Skoda Yeti is well protected from corrosion. The main key to success is caring for the car: regular visits to car washes during "salty" winters. If the crossover often has to move on dirt roads, then soon chips appear at the bottom of the doors. A long delay in the elimination of a cosmetic defect in the future leads to the appearance of the first signs of corrosion.

Engines.

The Skoda Yeti engine palette is filled with popular Volkswagen units. This has its advantages, but also disadvantages. The petrol versions are represented by a series of TSI engines with a working volume of 1.2 liters (105 hp), 1.4 liters (122 hp) and 1.8 liters (152-160 hp). Unfortunately, each of them has its own weaknesses. The smallest - 1.2 TSI, when inspected, requires monitoring the condition of the turbocharger. Larger units had problems with the chain (stretched) and chain tensioner.

The updated crossover Skoda Yeti began to collect in Russia

Hearing suspicious sounds during the launch of 1.4 TSI or 1.8 TSI, keep in mind that in the near future, the owner will face big expenses. If the timing kit is not replaced in the near future, the pistons may meet with the valves. In practice, such extreme cases have already been encountered.

In the event of a turbocharger failure, you will have to spend approximately $ 1,700. If the vacuum regulator fails, it will cost about $ 900 to repair.

Diesel versions are also noteworthy, presented by the 1.6 TDI (105 hp) and 2.0 TDI in three power options: 110 hp, 140 hp. and 170 hp. The 140-strong modification causes negative associations in many, in connection with numerous diseases that the engine suffered from in "childhood". Today, all the shortcomings have been eliminated, and the engine delivers no more problems than any other diesel engine of the competition.

Turbodiesels have a Common Rail injection system. The diesel particulate filter works efficiently and is usually not a hassle up to 200,000 km. Only from time to time can they pester messages about a clogged exhaust gas recirculation (EGR) valve: the engine loses power and goes into emergency mode.

Transmission.

Research shows that in Germany about 30% of cars offered on the aftermarket have a corrected odometer. In the countries of Eastern Europe and Russia, this figure is twice as high. Keep this fact in mind when choosing a Yeti with a robotic 7-speed DSG gearbox. It is capable of almost flawlessly working about 100-150 thousand km. After this mileage has expired, you should expect the box controller to fail or other expensive repairs are possible. DSG needs periodic updating of the working fluid - every 60,000 km. By far the best (least expensive) choice would be the manual transmission version.

Transmission.

Front-wheel drive versions are slightly different in appearance. The ground clearance is only 155 mm. The Green Line series is even lower - the distance between the road surface and the body is 130 mm. Yeti in the Outdoor version received additional body pads and a ground clearance of 180 mm, which allows you to feel more confident outside the asphalt.

The 4th generation Haldex viscous coupling is responsible for the distribution of traction between the axles with an additional electric pump, which speeds up the connection of the rear axle. The AWD system is responsive indeed and will amaze most picnic outings. As a rule, it does not cause problems, if you do not neglect the oil change every 60,000 km.

Chassis.

Regardless of the version of the Skoda Yeti, McPherson struts work in front, and a multi-link design in the back. The suspension is pretty tight. Due to this, the crossover behaves well on a flat road, but on a "shabby" road it can be annoying with a rather noisy suspension. The service life of the chassis elements is the strong point of this model.

The suspension has a normal wear rate. Sometimes there are leaks through the drive shaft seals.

Average ratings are deserved by the durability of the brake system, which, according to the German technical organization DEKRA, has repeatedly become the subject of additional examinations.

Reliability.

In addition to problems with TSI engines, the Yeti experienced minor electrical failures. But they have never been epidemic.

Central locking electronics sometimes "lose" the key.

Conclusion.

The Skoda Yeti is not that easy and not so cheap to maintain. And copies that have traveled about 200,000 km may soon require serious financial investments.

Model history.

• 2009 - presentation.
• 2010 - Expansion of the range with the Green Line with 1.6 TDI engine.
• 2013 - restyling - the most noticeable changes were made to the optics.

VIN number decoding.

• 1-3 - Manufacturer code: TMB - Skoda.
• 4 - drive version: J - 4 × 2; L - 4 × 4; N - 4 × 2, M1; R - 4 × 4, M1; 1 - 4 × 2, N1; 3 - 4 × 4, N1; (K, M, P, S, 2, 4 is the equivalent of the steering wheel on the right).
• 5 - engine type: B - 1.8 TSI; C - 2.0 TDI; D - 2.0 TDI; E - 2.0 TDI; F - 1.2 TSI; J - 1.4 TSI; T - 1.6 TDI.
• 6 - information about airbags: quantity - 2-9.
• 7-8 - Model: 5L - Yeti.
• 9 - factory code.
• 10 - year of production: 9 - 2009; A - 2010; B - 2011; C - 2012; D - 2013; E - 2014; F-2015
• 11 - plant code: 6 - Kvasiny, Czech Republic.
• 12-17 - body number.

Specifications.

Version	1.2 TSI	1.4 TSI	1.8 TSI	1.6 TDI	2.0 TDI	2.0 TDI	2.0 TDI
Engine	benz. turbo	benz. turbo	benz. turbo	turbodiz	turbodiz	turbodiz	turbodiz
Working volume	1197 cm3	1390 cm3	1798 cm3	1598 cm3	1968 cm3	1968 cm3	1968 cm3
Arrangement of cylinders / valves	R 4/8	R 4/16	R 4/16	R 4/16	R 4/16	R 4/16	R 4/16
Maximum power	105 h.p.	122 h.p.	160 h.p.	105 h.p.	110 h.p.	140 h.p.	170 h.p.
Max. torque	175 Nm	200 Nm	250 Nm	250 Nm	250 Nm	320 Nm	350 Nm
Dynamic characteristics
Maximum speed	175 km / h	185 km / h	200 km / h	176 km / h	177 km / h	190 km / h	201 km / h
Acceleration 0-100 km / h	11.8 s	10.5 s	8.4 s	12.1 s	11.6 s	9.9 s	8.4 s
Average fuel consumption, l / 100 km	6.4 l	6.8 l	8.0 l	4.6 l	5.4 l	6.0 l	5.9 l

Comparison of the new Skoda Karoq and Skoda Yeti

The new Skoda Karoq is facing a major challenge to replace the hugely popular Yeti. Is this not a reason to compare two Czech crossovers?

The Yeti was an immediate hit in Skoda's lineup, and its sales figures have only grown since launch. It would seem that taking such a car off the market is impractical.

Where are Yeti going and will the crisis end: interview with the head of Skoda in Russia

But Skoda had its own opinion on this matter.

Instead of changing generations for the Yeti, the Czech automaker decided to release a completely new SUV, which will have nothing in common with its predecessor, including the name - the successor to the "Bigfoot" was named Karoq. How is it different from Yeti? Find out by comparing the old and new crossover from Skoda.

Style comparison

The Yeti has always been one of the most original compact SUVs in the world. Its identity did not disappear even after the facelift of 2013, when it lost its large round foglights, because the car retained its main feature - a square silhouette.

The Karoq, on the other hand, features a design borrowed from another Skoda crossover, the large seven-seat Kodiaq. Kodiak, and hence his "younger brother" Karok, look much more traditional than the Yeti, but at the same time their appearance is less memorable.

Dimensions Karoq and Yeti

Skoda Yeti off-road test

Comparison of engines and behavior on the road

There are 5 engines available for Karoq, 4 of which are new for Skoda. This 113-horsepower 1-liter turbocharged petrol unit is the cheapest in the new crossover lineup. It replaces the old 109 hp 1.2-liter engine. 1.4-liter petrol engine with 148 hp replaces the 1.5-liter unit that the Yeti was equipped with.

The frame is powered by 3 diesel engines, the most efficient of which is the 148 hp 2.0 TDI, which emits 115 g / km of CO2. This unit demonstrates good performance and runs impressively quietly at high speeds. Unless you plan to constantly drive through the mountains with a full trunk, you will not regret buying a Karok with this engine, and not with a more powerful 188-horsepower analogue.

As with the Yeti, Karok is equipped with a 6-speed manual gearbox and a 7-speed DSG. Some versions of the Karoq are available with four-wheel drive, which provides extra traction and good off-road performance.

Comparison of interior and equipment

The Karoq interior is inspired by the Kodiaq interior. Here you can find the familiar dashboard design from the large crossover, demonstrating the minimalism and practicality that we have come to expect from Skoda.

The Karoq differs from its "big brother" in that it has a customizable fully digital instrument panel that replaces traditional instruments with a digital display. You can choose from four special modes, ranging from the classic, which shows the engine rpm, speed and location, to the reduced mode, which displays only the basic information: speed and fuel level.

All of this improves driving comfort, even though the Yeti was far from being an outsider in this area.

Comparison of infotainment systems

Like the Yeti, all Karoqs come with a touchscreen infotainment system, but buyers can now choose from 6.5-, 8.0- and 9.2-inch monitors. The latter is similar to the one found on the latest Volkswagen Golf, with a clean interface and quick response, although the new gesture technology seems a little awkward.

The biggest improvement over the Yeti's infotainment system is that the new car features Apple CarPlay and Android Auto systems to sync with smartphones and other mobile devices.

Comparison of space and practicality

Yeti owners will be delighted to know that the Varioflex rear-seat transformation system has been carried over by Skoda to the new crossover. The second row seats can recline, slide back and forth, or be completely removed to expand the luggage compartment.

With the rear seats, the luggage compartment of the Karok is identical to the luggage compartment of the Volkswagen Tiguan. And if you remove them, the car turns into almost a truck - you can easily transport, for example, a washing machine in it.

The Yeti's square shape and large windows made its interior visually light and spacious. The carcass is darker on the inside, but provides passengers with just as much legroom and headroom as they need for comfort, even on the farthest journey.

Cost comparison

Pricing for the Karok has yet to be announced, but Skoda says it won't be much more expensive than the Yeti. This means that Nissan Qashqai, Seat Ateca and other representatives of the compact SUV segment will have to fight seriously so that their fans do not pay attention to the Czech novelty.

The Karoq's operating costs are likely to be competitive, and in terms of emissions and fuel efficiency it is likely to outperform the Yeti.

Skoda Yeti of the first generation in the exhibition hall.

I think that if not all, then very many car owners, when buying a car, wonder where their car is assembled. Based on the brand, everyone understands the country of origin, but many still think that the car is assembled in the country to which the brand belongs.

Carmakers, on the other hand, think in a completely different way; for economy and convenience, they have long had their production facilities in large countries of the world. Therefore, in this article we will announce the factories that assemble the already beloved Czech SUV Skoda Yeti for the Russian market. We will also explain the main economic benefits of assembling in "consumer countries"

Plants in the Russian Federation, where the Skoda Yeti rolls off the assembly line

The first Russian production was opened in 2007 near Kaluga (Grabtsevo technopark). Several Skoda models are assembled there, including the Yeti. This plant carries out all stages of assembly and at each stage the cars undergo control tests. If the check reveals any imperfections, then the car is threatened with either alteration or, at all, disposal.

By the way, there is another plant nearby, but it produces various parts and components that help a Czech car get used to our roads and other features of the Russian market.

And recently another production facility has opened - this is the GAZ plant, which is located in Nizhny Novgorod. Until recently, only SKD was carried out on it, but now the car goes through the entire cycle of "home": body welding, painting and assembly.

Economic benefits from assembly in other countries

Of course, and by the way, they provide jobs for thousands of people. So is it really not more profitable to modernize your factories than to open them in foreign countries? It turns out - no.

The fact is that the transportation of finished cars from the Czech Republic is subject to a large tax. And if there is a plant in the consumer country, then under the guise of parts, parts of the car are transported, and already here they are assembled in a matter of hours and the car is ready.

Do not be alarmed at once, because the car is not sawn before transportation. As a rule, a body with a cabin, a rear suspension and a front suspension with an engine are transported separately.

The entire assembly process takes place under strict supervision and is carried out under license. Therefore, each vehicle meets the European quality standard.

And the plant, which supplies components, supplies the cars with suspension adapted for Russian roads and many more details that are so necessary for comfortable travel on our imperfect roads.

After setting the main design solutions, the engineers were forced to use the larger Volkswagen PQ35 platform, on which such models as the Skoda Octavia, Volkswagen Tiguan and Volkswagen Golf were built at that time. The Fabia and Polo platform originally prepared for the Yeti was too small.

In the spring of 2009, the premiere show of the crossover took place at the same Geneva Motor Show, sales began in Europe in the summer, and in November of the same year, Russian sales of the Skoda Yeti started. Initially, from the available range of motors, two were chosen: 1.2 TSI (105 HP, 175 Nm) and 1.8 TSI (160 HP, 250 Nm). A 7-speed robotized gearbox with a double dry clutch DSG7 and a six-speed "mechanics" were aggregated with them. The car was offered both in front-wheel drive version and with an automatically connected all-wheel drive system. At the same time, the DSG box could be obtained only on the version of the car with the "junior" 1.2-liter engine, and all-wheel drive - on the most powerful, but only with the manual gearbox: as it turned out, the newest DSG7 cannot cope with the power and torque of the "senior" motors ...

Skoda Yeti "2009–13

Subsequently, the Yeti was also offered with a 2.0 TDI diesel (140 hp, 320 Nm), and it was this version that first offered a combination of an automated DSG transmission (this time a 6-speed, wet clutch) and all-wheel drive.

In 2013, the car has undergone a restyling. The round fog lights disappeared, as if crashing into the headlight units, the radiator grille, bumpers and the hood were changed. A new steering wheel and gearbox handle appeared, the generation of the Haldex clutch in the transmission changed. The range has expanded with a purely urban version of the Yeti City featuring body-colored bumpers. The range of engines increased due to the implantation of the "Kaluga heart" - an atmospheric 1.6 MPI gasoline engine with a power of 110 hp, which could be combined with a 6-speed "hydromechanics". In addition, cars with a supercharged 1.4 TSI (122 hp, 200 Nm) appeared on the market, and the 1.8 TSI engine began to be combined with an automatic DSG6 transmission.

Skoda Yeti "2013–17

In Russia, "Snow People" are registered not only in dealerships, but also at assembly sites. Already in 2009, the assembly of Yeti began in Kaluga, in 2011 the assembly moved to Nizhny Novgorod, and in 2012 the production of the model was organized there on a full cycle.

By 2017, when the termination of production and sales of Yeti in Russia was announced, about 73 thousand of these cars were sold in our country. On the one hand - not bad, but on the other hand - the soplatform VW Tiguan, despite the higher price, has been sold in much larger quantities all the years.

Skoda Yeti "2013–17

There is no unanimity in the reviews of the owners: someone admires the car and calls it nothing more than a "loyal and reliable friend" and "an excellent family car", and someone is indignant: "damn the day when I bought the Yeti!" ... So why do they love and what do they hate the Czech crossover for?

Hatred # 5: "It won't be enough!"

Say what you like, but crossovers are really bought from us mainly as family cars. And then a person comes to a car dealership to get acquainted with his future vehicle. He is living in the driver's seat, looking to see if it will be comfortable for children and households to sit on the back couch ... Everything is normal and comfortable ahead, perhaps a little narrow: you will certainly hurt a broad-shouldered neighbor, leggy women will get confused in the wings. And there is enough space in the back, and there is enough space above your head.

Interior Skoda Yeti "2013–17

Naturally, the turn of the trunk door comes, because the plans include trips with the family to the dacha, to picnics, to summer vacations, and you will certainly have to go to stores. The documents indicate that the volume is 405 liters. It seems to be quite decent ... The potential owner opens it and discovers that the luggage compartment looks frankly small because of the high raised floor with the spare wheel hiding under it, and that in fact the volume is 322 liters. You can, of course, throw out the spare wheel and lower the floor (by the way, in Europe Yeti went on sale without a spare wheel, but with a repair kit), but on our routes without a spare wheel you feel somehow uncomfortable.

Trunk Skoda Yeti GreenLine "2013-17

In general, "it will not be enough!", And some begin to regret that they did not dare to buy a more expensive Octavia Scout: the chassis is almost the same, only the body is 20 cm longer, and the trunk is twice as large. During operation, someone measures the volume in children's bicycles (exactly two fit), someone in black terriers (if anyone does not know, the Russian black terrier is a dog the size of a shepherd dog, and there is enough space for one such dog), someone then - in suitcases and travel bags (the luggage of two people fits without any problems). But the baby carriage does not fit any more, and the young family has to adjust to the car and buy a collapsible one.

Interior Skoda Octavia Scout "2009-13

In any case, the owners of Czech crossovers quickly get used to using the third dimension with might and main - that is, height. However, the owners not only scold the Yeti trunk, but also praise it. For example, for the fact that if you remove the luggage rack, then exactly four regular wheels are placed there, or for the presence of convenient niches for tools and small things, well, for hooks for bags and other nets. They really make life easier when traveling to the supermarket, because the purchases are quietly hanging in bags and upon returning home they do not need to be collected all over the trunk.

Love # 5: "Go, Transformers!"

But if the volume of the trunk is in critical conflict with current needs, the Vario Flex interior transformation system comes to the rescue. Almost every review speaks about its merits. Indeed, the rear sofa Yeti is divided into three parts, and each of them can be moved, folded, or simply removed from the cabin, and this is quite easy and simple to do.

Trunk Skoda Yeti "2013-17

The Internet is full of stories about how Yeti successfully transported materials for the repair of two offices and one apartment, or a sofa to a dacha (after which a neighbor was eager to buy the same car), or a quarter of a centner of hotels from village relatives, or ensured a move to a two-room apartment with all the things. Fascinated by extreme sports and outdoor recreation, young people tell how many helmets-protectors-chairs-barbecues-tents and other equipment can fit them "Bigfoot". But - only on condition of a two-seat configuration!

Well, lovers of long-distance travel complain that even with the rear sofa removed, only dwarfs can normally settle for the night. Even a person of small stature will not be able to stretch out - say, 170 centimeters. If you want to sleep in a car, master the ability to curl up. Plus, the only way to level the floor is to use an air mattress, and they damn they always deflate ...

Hate # 4: "Who's Blowing Bubbles?"

In the reviews left in 2009-2010, shortly after the start of Yeti sales in Russia, it is said about anything: about dynamics, capacity, transmission, motors and suspension. But the further, the more mentions of poor-quality paintwork and poor corrosion resistance of the body, and problems sometimes begin within the first year of a car's life. There are many references to over half of the body parts being repainted in the first year under warranty due to the bubbling paint.

Doors and lower wing parts suffer the most: “Almost every element is affected! Only broken or replaced parts were not rusty. Yes, in St. Petersburg there is a lot of salt and mud, yes, I didn't wash too often. But other cars don't rot that fast! " - one of the owners is indignant. “All 4 doors are rusty !!! Painted under warranty, draw conclusions about this brand! " - echoes him another. And it's good that the company initially began to recognize such cases as warranties. But repainting, even under warranty, means that for some time you will lose your car and suffer inconvenience. And not all cases are recognized as warranties: “The dealer (ASC“ Khimki ”) sent me three times, said that the chips themselves, they say, are to blame ...” Or such a situation: two doors with bubbles, two with frayed ends, and on the hood and on the roof (!!!) chips of 1-2 mm, but only bubbling doors are recognized as a warranty case.

Skoda Yeti "2009–13

Someone may assume that only Kaluga or Nizhny Novgorod cars are “blowing bubbles”. Nothing like this! Exactly the same sad notes apply to the Yeti that rolled off the assembly line of the plant in Mlada Boleslav ...

Love # 4: "That's what, so simple ..."

Let's admit right away: Skoda Yeti is unlikely to take a place on the podium of the museum as an example of beauty and harmony. Okay, those who considered the Czech crossover "obscene" or "kurguzy ugly" simply did not leave reviews, because they did not become its owners. Thank God we have a lot to choose from. But those for whom Yeti's appearance did not cause active rejection write about it only as controversial and controversial and argue that the design is "for everybody", and some add "and I could not become one", while others - "but I like".

Skoda Yeti "2009–13

Yeti chief designer Josef Kaban has really created a very extraordinary car. He did not focus on the look of classic SUVs or passenger station wagons. The silhouette of the Yeti is more reminiscent of light commercial vans, commonly called "heels". The low, squat bonnet is matched by a steep windshield forehead and a square, practical, gut body. All this is complemented by large fog lights that mate directly with the headlights. By the way, many people wrote that they like the appearance of the pop-eyed pre-styling Yeti more than the look of the updated cars, which have lost some of their originality.

Skoda Yeti "2009–13

In principle, it was precisely such a controversial exterior design with an emphasis on practicality that fit perfectly into the general strategy of the concern, which needed to breed technically similar cars of different price groups into their niches. The Yeti initially could not look better and more attractive than the Tiguan or Audi Q3, because the Volkswagen Group also needed to sell “expensive gift-bound books”. And I would also like to note the ability of Yeti to implement the principle of "endure - fall in love." In many reviews, the owners write that initially they did not take the Yeti seriously at all, considering them "under-crossovers" and "short women", but after a couple of years they not only got used to the car's appearance, but also began to consider the bright design one of the main advantages of the model.

Hate # 3: “Oh, how cold guys! Hands freeze, nose freezes ... "

As you know, in most of the territory of our vast Motherland, winter happens once a year, and it always happens unexpectedly (for utilities), but absolutely inexorably. And winter is cold, and the peculiarities of winter operation of cars are especially important for our fellow citizens. It would seem that "Bigfoot" Yeti should be an unattainable model in this regard. In a way, this is the case: I have not come across a single feedback from the owners in which they would complain about problems with a cold start, and this applies not only to gasoline, but also to diesel engines.

Skoda Yeti "2013–17

But winter problems are not only about starting the engine on a frosty winter morning. It is also the comfort in the cabin ... But in this regard, everything is not too good, especially for cars of the first years of production. The fact is that Yeti is a cold car, or rather, not cold, but warming up for a very long time. So the drivers of the Bigfoot complain that the interior starts to warm up only in motion, and this process takes at least 10 minutes. Well, at idle speed (at a temperature of -20), any warm air begins to flow from the deflectors only after 25-30 minutes, and normal warming up takes 40-45 minutes. You’ll be numb by the time you wait, so you have to put the children in a cold car on the way to school.

Since 2011, the car began to be equipped with an autonomous electric heater for the climate system. As a result, after a couple of minutes warm air begins to flow into the cabin, although the engine is still quite cold. But there are also unresolved issues.

Skoda Yeti "2013–17

For example, the DSG box does not really like Russian frosts. For normal driving during cold weather, a small preliminary warming up of the car at idle speed is required, at least for 5-10 minutes. If this is neglected, then when the selector knob is moved to the "Drive" position, an unpleasant vibration (and even knocking) may appear, and a flashing wrench will appear on the on-board computer screen. To reset the error, you will have to turn off and then restart the engine after a while.

And many more complain about the uneven heating of the cabin: it is hot in the cabin, but the legs are cold, then the legs are comfortable, but the windows begin to fog up. Or like this: if you set a comfortable temperature for the driver and front passenger, then cold air will blow at the rear ones, and if you provide warmth to the inhabitants of the back row, then the “Sahara” begins for the front ones. “The stove does not want to warm up the leg area! By God, I got tired of adjusting the buttons every time. The engine has enough heat, but until the engine oil warms up, the computer is greedy to send heat down. "

Skoda Yeti "2013–17

There are also problems with aerodynamics, which are generally far from ideal. Yeti turned out to be a terrible mud: that terrible liquid substance, which turns into roads poured with anti-icing reagents in winter, flies onto the side windows in the area of \u200b\u200b\\ u200b \\ u200bmirrors, seriously impairing the view. In full accordance with the laws of physics, the rear door and rear window are splashed, and whole ice hummocks freeze on the bumper, at the junction with the lower edge of the door. Sometimes, in order to get into the trunk, you have to run home for a kettle with boiling water, because if you start chipping off this ice, you will definitely damage the weak paintwork.

Windshield washer nozzles are considered heated, but the liquid in them can freeze even at -14, and the washers will not work even after several hours of driving. In general, in the community of Yeti drivers there is an opinion that for Europe, where there is no snow in winter and the temperature does not drop below -5, the car is just perfect, but for Russia with its snowfalls, traffic jams and frosts, it is not very well adapted, since almost all are unpleasant flaws appear in the winter.

Love # 3: "I will go to the woods, I will go to the fields ..."

The majority of Skoda Yeti owners are fully aware that their car is not in vain called "urban crossover", and that this category of vehicles should not be expected to be able to crawl where only the Urals feel comfortable. Nevertheless, in the overwhelming majority of reviews, cross-country ability is indicated among the main advantages of the model, and, interestingly, this applies not only to all-wheel drive, but also to front-wheel drive versions!

Skoda Yeti "2009–13

“The flotation for front-wheel drive is excellent. When I need to drive along a deep rut, I block the first gear (otherwise the box likes to go 2-3), and the car rushes like a tank. Honestly, I buried myself only once during the winter: in the village I went off the track and sat on my belly with one side. And so - no problem! Will go where my former Focus would never have reached! " And this despite the fact that independent measurements showed that the ground clearance of the front-wheel drive Yeti is 158 mm, and not 180, as indicated in the documents.

As for the all-wheel drive versions, the ground clearance and small overhangs in combination with the Haldex clutch give a very good cross-country ability, which the owners experienced some on fishing, some on crushed village primers, some on a snow-covered track on the way to a ski resort, and some in muddy mud on road to summer camp in the mountains.

Skoda Yeti Outdoor "2013–17

Naturally, the level of enthusiasm for the Yeti's off-road ability is determined by previous driving experience. Those who have driven only cars before consider the Yeti to be almost omnipotent, but drivers with a certain experience of all kinds of off-road approach to this issue quite soberly. “I am comparing to my former Nissan X-Trail. Thanks to the rigid suspension in combination with the short wheelbase, the Yeti confidently holds the road. All driver errors or road surprises are instantly eliminated by the intervention of various stabilization systems paired with the Haldex clutch. There are no toy buttons (as on the X-Trail) to switch between four-wheel drive and front-wheel drive - everything works well anyway. Well, if you are not sure that you can go down the hill without tipping over sideways, drive through the snow without burying yourself, or drive into a turn without leaving a beautiful ditch, turn on the Off-Road mode and go ahead. Everything becomes smooth and very confident, however, only up to 40 km / h. " Many drivers with experience in operating the VAZ-2121 and Chevrolet Niva claim that all-wheel drive Yeti drive even better than these cars on ice, snow, snow and ice rise, naturally, inferior to them in the amount of suspension travel, and therefore in the ability to overcome all kinds of ravines and gullies.

Skoda Yeti Outdoor "2013–17

Well, in the city Yeti guarantees its owner the freedom of winter parking. Loose snow, small drifts, curbs (a reasonable height for a crossover) do not pose any problems and do not even require the mandatory activation of the Off-Road mode. Naturally, all significant obstacles are passed on the move, and not "vnatyag". A clutch is a clutch, if you stop, you will grind, and the turbo engines at low speeds tend to stall. And in so many reviews, the leitmotif is the thought that you should not demand from the car what it is simply not intended for. Element Yeti - city, asphalt and light off-road, and for everything else there is a completely different technique. And the Yeti is just a good family versatile car, not too expensive, fun to drive on the highway and not a pity to shove in mud or snow, which, incidentally, it handles pretty well.

Hate # 2: "Not all Yeti are Shrovetide ..."

From the very beginning, the sales of Yeti were accompanied by "horror stories" about the low reliability of low-volume turbo engines and the latest robotic gearboxes. And we must admit that there were very objective reasons for the appearance of these horror stories.

Firstly, all engines of the families and require strict adherence to the regulations, the use of high-quality high-octane gasoline and the attentive attitude of the owner. But as it turned out, even the observance of all these conditions does not always save the owners from problems with motors. The first issue was related to the reliability of the turbochargers. “At 51 thousand mileage, careful operation, start-up in the winter only after warming up with Webasto, and in 99 percent of using 98 gasoline,“ dzhekichan ”jumped out (Check Engine error). Diagnostics showed a turbine valve error. Dealers say that they do not sort out anything and change the turbine only in the assembly, they say, the warranty has already ended, and they threaten to repair it for 90 thousand ... ". And judging by the reviews on the network, at some point this disease was really rampant.

As a result, the Skoda brand had to carry out a revocable campaign, during which the turbines of the first years of production (non-repairable) were changed to improved (repaired) ones. Those who fell under the review had a chance to get by with the replacement of the valve for 12,000 rubles, and not the turbine for 100,000. With all this negative, it is worth noting that many victims note that even with a failed turbine, the Yeti is able to at least independently get to the service.

Another problem, first of all, for the most budgetary, and therefore, very common 1.2 TSI engine, was the stretching of the timing chain. Someone manages to catch menacing symptoms at the very beginning: “On the 107,000 run, extraneous sounds from the chain at a cold start began to disturb. I turned to the service, measured the chain tension, said "I turned in time!" A little more and would have jumped. Replacing the chain with a tensioner + oil \u003d 20,000 rubles. " Someone is glad that the chain still jumped, but the valve did not bent, and the cost of the repair was 50,000, and someone was repaired in full. And it's all about the oil ... The channels supplying the oil to the hydraulic tensioner of the timing chain have a rather small section, and if dirt or dirty old oil gets there, the tensioner can jam. The chain will weaken, slip by one tooth - and prepare money.

Under the hood Skoda Yeti "2009-13

Finally, there is another common problem directly related to the previous sore, which has received the name "maslozhor" in the community of Yeti owners. Indeed, many cars, especially the early years, were inclined to consume oil with an appetite for two-stroke technology, and this turned out to be a characteristic feature of all engines of the TSI family. The reason for this phenomenon was the design of the oil scraper rings: the height of the ring is 1.5 mm, which does not provide effective oil drainage. Add the problem of the quality of gasoline and the danger of pouring fake oils instead of branded ones - and the likelihood of encountering the notorious "oil maker" becomes very high.

It looks something like this: “After MOT 45,000, the oil level lamp came on. Contacting a dealer, measuring oil consumption (confirmed consumption of 1.2 liters per 1,000 km), repair under warranty (replacement of the piston group of parts). After repair, after 700 km the oil level lamp comes on again. Again contacting the dealer, a new measurement of oil consumption (it turned out that for 1,000 km the consumption was 2.1 liters), and repairs under warranty (replacement of the cylinder head). " And the lower the oil level, the faster slags and dirt accumulate in it, and their accumulation, in turn, leads to the situation described above with the timing chain.

Under the hood of the Skoda Yeti "2013-17

There are also quite a few stories of successful struggle against the "maslozhor". The main method was the forced decoking of the engine, and it does not matter if this procedure was done using a mixture of acetone with kerosene or some kind of proprietary auto chemistry. It is important that the "maslozhor" can be defeated without rebuilding the motor. It is also recommended to follow a number of simple rules - in particular, constantly monitor the oil level and never leave a car with a manual transmission on a slope with a gear engaged.

Under the hood of Skoda Yeti Outdoor "2013–17

It is also worth noting that after 2012, certain changes were made to the design of the engines, and if the problem was not finally solved, then it certainly lost its severity. In at least half of the reviews, the owners specifically specify: there is no “maslozhor”, and often this applies even to not too young Yeti with decent mileage.

Love # 2: "I take Yeti out on the road ..."

At least eight out of ten Yeti owners rate the handling of their cars the highest and consider it one of the main advantages. As one of them wrote in his review, "the suspension is suspended and it works out." Many people point to the almost ideal setting of the electric booster: the steering wheel is light, but informative, at the same time short, allowing you to turn around when maneuvering in cramped conditions literally "on a handkerchief." Despite the high silhouette, the car runs perfectly along the highway, as if sticking to the road, and does not cause discomfort even at a speed of 130-150 km / h. I did not find a single complaint about excessive roll in corners, and during the rally across Siberia I myself had the opportunity to see the Yeti's ability to avoid obstacles that suddenly appeared in the field of view, even at a speed of over a hundred.

Skoda Yeti "2009–13

There are, however, certain complaints about some lack of energy intensity and excessive rigidity: “it would be softened the most, according to the controllability of the Yeti, it would probably be ideal”. Someone notes that on tram paving stones the car pretty shakes, someone writes that if you go fast on a dirt road with pits, then the car begins to jump like a ball, that the rear passengers feel all the unevenness of the road literally the fifth point, as they sit over rear wheels, that at sharp turns they need to hand out helmets for the head, that excessive rigidity is felt when driving through the "speed bumps".

At the same time, everyone agrees that this is not too high a price for confidence in high-speed corners. The stabilization systems also work quite adequately, although you can not rely on them in every situation. One of the reviews describes the following case: “On an empty road, with a green traffic light, the oncoming person decided to cross the road with a left turn. He left and got up. Where should I go? Speed \u200b\u200b40, ice, ABS does not allow to slow down, the ESP engine chokes, so that the favorite controlled skid is a skiff. In a word, he left the frontal meeting, and already the high curb - here it is, the left wheel in the fender liner. Bottom line: the lower part of the bumper, the TV, the fender liner, slightly dented radiators, the wheel lever, a small gap extraction. "

Skoda Yeti "2009–13

But in general, everyone unanimously writes about the highest endurance of the suspension and that, even after solid runs, it does not require serious intervention. Well, the replacement of stabilizer struts at the turn of 70-100 thousand kilometers can be considered a planned event.

Hate # 1: The Oppressor Robot is Terrible and Cruel ..

Different companies have different solutions to equipping compact models with efficient automatic transmissions, which, of course, also need to be light and compact. In reality, this problem today has two solutions: either variators or robotic mechanical boxes. Volkswagen made a bet on the second option, specifically on preselective robotic boxes with two clutches.

Skoda Yeti "2013–17

The design has many advantages: smooth and high upshift speed, high efficiency and the ability to effectively select the optimal gear for any driving mode, which means fuel economy. Box DSG7 (DQ200), representing the second generation of "robots" and designed for engines with a torque of up to 250 Nm, was born in 2006, and many models were immediately equipped with it: VW Beetle, Golf, Golf Plus, Jetta, Scirocco and Passat, Seat Ibiza, Leon and Toledo, Skoda Fabia, Roomster and Superb, and, of course, Yeti. At first, the box caused a flurry of engineering enthusiasm for the small volume of the case, into which only two liters of oil had to be poured, as well as for its performance. But soon the service centers were literally choked with the mass of cars with failed DSG7s. There were quite a few Yeti among them ... It became clear that the company had launched a crude, underdeveloped product on the market.

We examined the issue of reliability and major breakdowns in sufficient detail, so we will not return to this. We only note that in 2013 the concern carried out a large-scale modernization of the DSG7, which affected all the constituent parts of the box: the clutch, mechatronics (control unit and shift drive) and the mechanical part (elements of a classic mechanical box). But the reputation of the unit had already suffered, and this threatened with serious losses for all brands belonging to the concern.

Negative ratings for this box are found in about half of the reviews. At the same time, not all authors of these reviews actually encountered breakdowns during the first years of owning a car. It's just that many people do not like the very work of robotic boxes, which, despite constantly improving algorithms, behave impeccably during overclocking, but nevertheless have some tendency to fall into indecision in a number of situations: “So, turn on the third ... or the fifth? No, the fourth! No, still the third. Or the fifth? " And the reliability of the DQ200 has seriously increased since the end of 2013, and the likelihood of encountering some problems appears after 50-70 thousand kilometers.

Nevertheless, there are occasional complaints that up to 15,000 mileage the box worked like a clock, and then began to convulse, especially in traffic jams, when switching from 2nd to 3rd gear, or that the DSG began kicking a year after the purchase, but exactly 50,000 kilometers, the car simply stopped at a traffic light and drove away from there on a tow truck. Someone even writes that the manufacturer needed to come up with a special additional firmware algorithm and make the Russian traffic jam mode button instead of the sports mode, because in traffic jams DSG7 constantly jumps from first gear to second and back, jerking both the car and the owner's nerves. Rescues switching to manual mode in first gear. There are plenty of recommendations on the Internet on how to prolong the life of DSG7, exclusively changing the driving style towards "vegetable".

Skoda Yeti "2009–13

Indeed, the guarantee of the health of this box is smooth acceleration and smooth braking, as well as the use of the parking brake in Parking mode. But the recommendations wandering on the Internet to transfer the box to neutral at short stops, and in traffic jams to use Sport mode or forcibly turn on the first gear, experts consider useless or even harmful. One thing is clear: that the life position "Misha Schumacher is sick, so now I am for him" will certainly lead to fatal consequences for the box.

As for the DSG6 (DQ250), then, as a rule, this unit takes care of about 100-120 thousand kilometers without any problems without interfering with its life. And nevertheless, the negative trail from the not very successful start of the preselective "robots" is felt to this day, and even in the most sympathetic reviews, the authors certainly note that the DSG (we are talking about six- and seven-stage units) is not yet kicked and generally behaves decently. Pah-pah-pah, so as not to jinx it.

Love # 1: "The mouse eats quite a bit ..."

If the voices of the owners do not always merge in unison with regard to the various advantages of the Yeti, and there is always someone who will express themselves in counterpoint, then in assessing the efficiency of the car, everyone is surprisingly unanimous, and this applies to the entire range of engines. Let's start with the relatively rare two-liter diesel engines in our country. There are no surprises here: depending on the driving style, consumption ranges from 5 to 7 liters on the highway and up to 10 liters per hundred in the city. Well, the owners of Yeti with 1.2 TSI literally play the game "who will eat less." It looks something like this: "I have a consumption of 7-8 liters on the highway" - "And I have less, 6.6-6.7!" - "I have 6 exactly, at a speed of 100 km / h!" - “Ha! I played in the eco rally, I got 5.0 - 5.5 liters! " - "What's this! Once I drove for a long time at a speed of 60, the consumption on the computer was 4.5 liters! "

Skoda Yeti "2013–17

In general, people drive differently, and the ratio of city and highway trips is different for everyone, but the average consumption for car owners with this engine is from 7.2 to 9 liters. But what's most interesting is that the appetite of the 1.8-liter engine is only slightly higher! The real urban consumption is 10-12 l / 100 km, and on the highway it depends on the speed. If you drive calmly, at a speed of 90-100 km / h, then the appetite can be reduced to 6-7 liters per hundred, but if you move with active overtaking and acceleration up to 150, then the consumption rises to 9-10 l / 100 km.

In general, the average consumption in mixed mode is about 10.5 liters, which in combination with decent dynamics and all-wheel drive can be considered quite acceptable. Many people note that in winter the consumption increases by almost 2-3 liters per hundred. This is due to the long warm-up, which we have already written about. And the owners, who decided on chip tuning and raised the power to 200-205 hp, claim that this procedure does not greatly affect the average consumption, and that the forced Yeti still spend 7.5-8.5 on the track. l, in the city - 10-11 l, but acceleration to hundreds is only 7 seconds.

Skoda Yeti "2009–13

What emotions does Skoda Yeti evoke in you?