High performance with low fuel consumption

The 1.5 TSI evo2 engine is remarkably versatile, powering all Škoda cars built on combustion engine platforms. Compared to the previous version, this engine features a number of new technical solutions that ensure low fuel consumption while maintaining high performance. Let’s take a closer look at the key features of this engine and explore the technologies that make it stand out.

14. 10. 2025 Škoda World

A new addition to Škoda Auto’s serial production in Mladá Boleslav as of July, and now available for customers to configure in their vehicles, is the 1.5 TSI evo2 power unit. This marks a significant reduction in production costs for Škoda Auto, eliminating the need to source engines from other plants within the Group. While one of the two base output variants offers the same maximum power of 110 kW as its predecessor, the 1.5 TSI evo, the new unit is technically more advanced. In its most powerful configuration, designed for the special Škoda Fabia edition celebrating 130 years of the brand, it delivers a dynamic 130 kW.

Thanks to improved efficiency, the engine boasts very low fuel consumption, something especially end customers will appreciate. At the same time, it offers sharper throttle response, enhancing driving pleasure. Engineers achieved this through a range of smart innovations that make the 1.5 TSI evo2 one of the most advanced petrol engines currently available.

This versatility is reflected in its wide range of applications. Škoda customers can choose this engine across all models still offered with combustion powertrains—from the compact Fabia hatchback and the flagship Superb to the family-oriented Kodiaq SUV. The engine is available as a conventional petrol unit, can be paired with an electric motor in an efficient mild-hybrid configuration, or serve as part of a powerful plug-in hybrid system. Several key technical solutions contribute to both its adaptability and excellent operational characteristics:

Engine thermal management module

The new thermal management module features two electrically controlled ball valves, allowing for more efficient control of engine cooling. This shortens warm-up time after a cold start, reducing emissions during initial operation. Additionally, it enables optimal cooling based on current engine load and coolant temperature, which ranges between 80 and 105 °C. Cooling efficiency is further improved by a redesigned coolant circuit in the cylinder head, specifically targeting components such as the injector while increasing heat exchange surface area.

Active cylinder shut off

The new ACT+ (Active Cylinder Technology+) system not only deactivates the 2nd and 3rd cylinders, as it was operable with its predecessor, but also adjusts the timing of the 1st and 4th cylinders between the efficient Miller cycle and the traditional Otto cycle. This allows operation in two-cylinder mode across a wider range of conditions. Mode transitions occur within milliseconds and are virtually imperceptible. “In two-cylinder mode, the engine can deliver up to 90 N·m of torque between 1,500 and 3,500 rpm,” explains Karel Franc, Head of Engine Development at Škoda Auto.

Variable blade geometry turbocharger

A major innovation is the turbocharger with variable turbine geometry. This allows for more precise control of turbocharger speed and, thanks to lower energy losses compared to a wastegate setup, improves throttle response and overall efficiency. While this technology has long been used in diesel engines such as the EA 288 series, high exhaust temperatures previously prevented its use in petrol engines. With the introduction of more heat-resistant materials, the 1.5 TSI evo2 is now able to utilize this advanced boost control. The turbocharger can spin at an impressive 260,000 rpm.

APS cylinder liners coating

Instead of traditional cylinder liners, the 1.5 TSI evo2 uses a special APS (Atmospheric Plasma Spray) coating applied directly onto the pre-machined cylinder bore surface. The surface is then rough-honed for optimal finish. This solution ensures long service life and effective lubrication of the piston rings. It reduces friction between the cylinder wall and rings, and the porous coating retains oil in microscopic pores, improving lubrication. “It’s more efficient than the previous method, which relied solely on machining marks in the liners,” Franc adds.

Additional innovations for improved emissions, durability, and fuel efficiency

The 1.5 TSI evo2 engine also incorporates several other technical enhancements that contribute to its overall efficiency and technological maturity:

● High compression ratio of 12:1
● Bearing shells with high resistance during cold starts
● A throttle valve positioned behind the intercooler ensures faster throttle response
● A mechanical vacuum pump for the brake booster system with extended lifespan and reduced noise levels
● The engine is prepared to meet the upcoming Euro 7 emissions standard
● Dual-mass flywheel to enhance onboard comfort
● The engine does not enrich the air-fuel mixture

Additional engineering highlights from previous EA 211 engines

● As with other engines in the EA 211 series, including earlier EVO versions, the 1.5 TSI evo2 benefits from several proven engineering solutions. One noteworthy feature is the lightweight drilled crankshaft with only four counterweights, which has a positive effect on reducing rotational inertia of the crank mechanism

● Another notable feature is the DLC (Diamond-Like Carbon) coating applied to the piston pins, which reduces overall friction losses in the powertrain.

● Reduced friction in the valve train is additionally achieved by using narrower roller elements in the rocker arms of the ACT and ACT+ cylinder deactivation systems, a change originally introduced due to installation constraints.

● For improved heat dissipation, the exhaust valves are hollow and filled with sodium.

● The camshaft adjusters allow the camshaft to rotate into different positions, providing the flexibility to achieve the lowest fuel consumption for any given load mode. Adjustment is performed using pressurized oil flowing into individual chambers of the adjuster, assisted by the torque on the camshaft generated by the valve springs.