Known faults for the Skoda Fabia II (5J).

Engine / equipment

1.2 three-cylinder 6- and 12-valve (AWY, AZQ, BMD, BME, BXV, CGPA): Polo IV and V, Fox, Fabia I and II, Roomster, Ibiza and Córdoba

Period mentioned

2001–2014

Symptoms

Chain noise, rough running, hesitation or intermittent over-fuelling; loss of compression from burnt exhaust valves; in severe cases the chain jumps and bends the valves.

Possible cause described

The timing chain and its hydraulic tensioner are short-lived: they sometimes stretch before 50,000 km and can jump a tooth when the car is parked in gear. Exhaust valves burn and carbon builds up on the valves; the throttle body and crankcase ventilation get dirty.

Check for the garage

Listen for the chain at start-up, measure compression, check the oil change history and whether the chain kit has already been replaced.

Cost cited in the source

Chain kit: approx. €450 (converted from pounds, 2006–2010); new cylinder head: about €2,750 (converted from pounds)A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: up to 50,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

Air conditioning with clutchless compressor and N280 regulating valve (combustion VW, Audi, Seat, Cupra and Skoda from 2006)

Period mentioned

2006–2026

Symptoms

The air does not cool or cools intermittently (for example only at motorway speed), and sometimes the compressor rattles with the A/C on. Codes 01232 (N280 valve), P2612 or 00898.

Possible cause described

The compressor regulates its output with the N280 solenoid valve, its most common failure point. Audi issued technical bulletins over a manufacturing fault in this valve on Sanden compressors. Its connector can also become brittle and corrode (especially without the engine undertray), or the wiring fails.

Check for the garage

Read the codes and N280 control current with VCDS or ODIS, measure its resistance (about 10 ohms) and check the connector and wiring before replacing parts. If the valve or compressor is replaced, the whole circuit must be flushed.

Cost cited in the source

N280 valve: a cheap part (about 30 dollars) where sold separately; new compressor with circuit flush: considerably moreA rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

7-speed DQ200 DSG gearbox (dry clutch, 0AM mechatronics), paired with 1.0/1.2/1.4 TSI and 1.6 TDI engines

Period mentioned

2008 onwards

Symptoms

Judder or shudder pulling away in 1st/2nd, reverse won't engage, PRNDS letters flashing or a spanner warning, gearbox stuck in one gear (limp mode).

Possible cause described

Mechatronic unit failure: the pressure accumulator develops fatigue cracks, the electric pump runs constantly and the gearbox loses pressure. The mechatronic's 30 A fuse sometimes blows. Wear of the dry dual clutch is also common.

Check for the garage

Read the gearbox module faults with VCDS, OBDeleven or similar and check the mechatronic fuse.

Cost cited in the source

€350–550 to repair the mechatronic unit alone; €1,000–1,200 including removal and refittingA rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.2 / 1.4 TSI-TFSI EA111 (Polo, Golf V/VI, Ibiza, Fabia, Octavia, Audi A1, Yeti, Touran…)

Period mentioned

2006–2014

Symptoms

Rattle on a cold start, engine light for timing deviation; if the chain jumps, the engine cranks but won't start.

Possible cause described

A narrow chain and a hydraulic tensioner that loses pressure: the chain stretches, often between 60,000 and 100,000 km. VW revised the chain, guides, tensioner and camshaft.

Check for the garage

Listen to a cold start and read the timing deviation values with VCDS. Ask for an invoice showing the revised kit was fitted.

Cost cited in the source

€800–1,500A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 60,000–100,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

1.2, 1.4, 1.9 and 2.0 TDI unit-injector (PD) engines, including the VW-sourced 2.0 CRD in Chrysler, Dodge and Jeep

Period mentioned

2000–2010

Symptoms

Growing noise from the cylinder head, power loss and rough running (cams and lifters); unstable idle, smoke or hesitation (injectors); on the 16-valve 2.0 TDI, coolant loss with no visible leak from a cracked head.

Possible cause described

The camshaft also drives the unit injectors and carries a heavy load: without VW 505.01 oil the lobes and lifters wear. 2.0 TDI PD injectors fail frequently. Some 16-valve 2.0 TDI heads (part number ending in A) crack; VW considered it fixed by the end of 2006.

Check for the garage

Check the oil history (VW 505.01), listen to the head, check injector balance rates with a diagnostic tool and, on the 16-valve 2.0 TDI, read the head part number (03G 103 351) and look for coolant loss.

Cost cited in the source

Camshaft and lifters: approx. €400–800; 2.0 TDI PD injectors: €900–2,000A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 120,000–200,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

1.6 and 2.0 TDI (EA189 and EA288)

Period mentioned

Approx. 2010–2020

Symptoms

Coolant level drops with no visible leak, white smoke with a sweet smell, rising temperature or engine light. In severe cases the engine hydrolocks.

Possible cause described

The internal tubes of the EGR cooler crack and coolant enters the intake. It worsened after the post-Dieselgate software update, which increased EGR use.

Check for the garage

Cooling system pressure test and check for coolant in the intake or manifold.

Cost cited in the source

€400–1,300A rough figure from the original database, not an up-to-date quote.

Sources from the original database