VW Passat B7 with mileage: mythical and real problems with TSI engines and DSG boxes. Volkswagen Passat B6 with mileage, reviews Whether Passat

25.06.2017

Volkswagen Passat ) is the seventh generation of the legendary Volkswagen sedan. This car has an impressive history of over 40 years. More recently, the eighth generation of this model debuted on the market, thanks to which the previous generation has significantly fallen in price and has become accessible to a larger circle of motorists. The Passat is a car that is chosen with the mind, not the heart, but here are the problems that the future owners of the Volkswagen Passat B7 with mileage will have to face, now let's try to find out.

A bit of history:

The Volkswagen Passat first appeared on the market in 1973 and, in fact, it was an Audi 80 (in 1964, the rights to the Audi brand were purchased by by Volkswagen). Initially, the car was produced in three versions - station wagon, three- and five-door hatchback. In 1980, the second generation of the model appeared on the market, which, in fact, was an upgraded version of the first generation. And, here, the third generation was built on a completely new platform with a transverse engine and was produced only in the station wagon. Despite the new designation, the fourth generation of the model was a product of a deep restyling of its predecessor - with the same power body frame, roof and glazing, but with different exterior body panels and a modified interior design. Starting with this generation, a sedan version became available to customers.

Production of the fifth generation started in 1996. The novelty was radically different from its predecessors, as it was developed using the platform and units of the Audi A4. The sixth generation of the car appeared in showrooms in 2005. Unlike previous version, this generation was designed on the . In 2008, on the basis of this model, the Passat SS coupe sedan was created. The new Volkswagen Passat B7, introduced in 2010, is essentially a deep restyling of the model with the B6 index. Outwardly, the novelty has changed almost completely, but the interior has remained the same, the only thing inside that distinguishes the seventh generation from the sixth is more expensive finishing materials. The car is assembled at factories in Germany (Emden) and Russia (Kaluga). The production of this generation lasted until 2015, in the same year the next generation of the model appeared on the market.

Weaknesses and shortcomings of the Volkswagen Passat B7 with mileage

Like most modern cars the paintwork of the body of the Volkswagen Passat B7 is not the most best quality As a result, scratches and chips on cars over three years old are common. As for the corrosion resistance of the body, in general, there are no complaints about it, but a couple of places on the body still require special attention- the front of the hood, the edges of the doors and the trunk lid (near the license plate). In most cases, rust spots (bugs) appear in these places - it is rare that a car in its “native” paint has rusty spots the size of a coin. An exception may be cars restored after an accident.

Engines

For buyers of the Volkswagen Passat B7 is available huge selection power units: gasoline - atmospheric V6 with a volume of 3.6 (300 hp), turbocharged (TSI) with direct injection 1.4 (122-150 hp), 1.8 (160 hp), 2.0 (210 hp) ; diesel TDI with common rail injection system - 1.6 (105 hp) and 2.0 (140, 170 and 177 hp).

Petrol

The most popular among motorists are turbocharged power units with a volume of 1.8 and 2.0. Both engines have good dynamics and moderate fuel consumption, among the shortcomings can be noted increased oil consumption, for a car with a mileage of more than 100,000 km, it can reach 2-2.5 liters per 10,000 km of run. Both engines are equipped with a timing chain drive, which, on specimens manufactured before 2011, in most cases requires replacement after 60,000 km. Later, the manufacturer fixed the problem by releasing better parts (chain, tensioners), which made it possible to increase the drive service lines to 200,000 km. For the replacement of the timing and pump in the service, you will have to pay about 300 USD.

According to the regulations, spark plugs must be changed every 80-100 thousand km, however, many experts recommend doing this much earlier (every 50-60 thousand km). The point is that due to insufficient quality fuel the electrode of the spark plug becomes dirty quickly, and this can lead to a power surge, due to which the ignition coils can fail prematurely. Replacing one coil will cost about $50. Thanks to the electronics, which recognizes in which cylinder the incorrect combustion occurs and turns off the corresponding fuel injector, more serious troubles (heat load and catalytic converter destruction) can be avoided. Also, common disadvantages include: contamination of the crankcase ventilation system, leakage of gaskets and seals, coking of valves, as a result of which valve guides and their seals fail prematurely.

The 1.4 engine, unlike more powerful power units, does not have serious problems with increased consumption oil, but after 30,000 km of run it can surprise in the form of a failed pump with an electromagnetic clutch. If the problem is not corrected in time, this can lead to burnout of the pistons. Replacing the pump with a 150 hp version. will cost 500 USD, for a weaker version, the same part costs 50-100 USD. When operating a car with a 1.4 engine, you need to constantly monitor the condition of the timing chain, since it can present an unpleasant surprise on used cars (stretching and skew of the chain). Timing service lines with proper operation do not exceed 150,000 km.

Also, the disadvantages of this motor include poor tightness of the intake system, rapid contamination and leaks of the radiators of the cooling system. The engine resource in most cases is 150-200 thousand km, after which it is necessary to change the piston group, this fact pushes unscrupulous sellers to twist the real mileage. If you fill the car with 92-m gasoline, errors in the operation of the fuel equipment or failure of the turbine adjustment servo drive are possible. Due to the heavy weight of the machine during active operation, the turbine serves 40-60 thousand km.

3.6 naturally aspirated engine converts this car into a rocket, but for such dynamics you have to pay indecently high fuel consumption of up to 17 liters per 100 km. As for reliability, here I would like to note the small resource of the timing chain, the fact that the engine will have to be removed to replace the chain adds trouble. Also, servicemen note a tendency to coke valves and piston group. It is worth noting the complexity of maintenance and repair, the high cost of operation and a considerable transport tax.

Diesel Volkswagen Passat B7

Diesel engines are generally reliable, but as you know, buying cars with diesel engine in the CIS it is always a lottery, since most of them were brought to us from Europe with high mileage. Among the shortcomings of diesel power units, exactingness can be noted fuel system to fuel quality, and since there are problems with this in the CIS, owners are often faced with the need to change nozzles (every 80-120 thousand km), high pressure fuel pump and EGR valve. Unlike gasoline engines, diesel engines are equipped with a timing belt drive. Its declared resource is about 180,000 km, but many owners recommend changing it every 100-130 thousand km. On cars that are mainly operated in the city, closer to 100,000 km, problems with the PDF filter appear. The malfunction is manifested by a deterioration in dynamics and the appearance of an error on the instrument panel. If you do not pay attention to the problem, over time, the engine will go into emergency operation. After 200,000 km, the dual-mass flywheel needs to be replaced.

Transmission

Volkswagen Passat B7 was equipped with three types of gearboxes - six-speed manual and automatic transmission, as well as robotic transmission DSG. The mechanics are the least of all troubles, in it even the clutch kit, with careful operation, lasts up to 200,000 km. There are no particular complaints about the automatic transmission, however, due to the complex design of the box, there is a risk that they will face costly repairs. Most often, troubles occur on cars whose owners did not bother with timely maintenance (oil and filter changes). On a run of 100-120 thousand km, twitching may appear due to contamination of the valve body. With proper maintenance, the transmission is able to please with a mileage of 300,000 km.

It is better to refuse to buy a used Volkswagen Passat B7 with a DSG box, since its resource during operation in a metropolis is 80-130 thousand km, after which an expensive repair or replacement of the transmission is required (from 1000 USD). There were cases of failure of the box and at 30,000 km (clutch replacement was required). Frequent oil changes (every 30-35 thousand km) can extend the service lines.

Reliability of running Volkswagen Passat B7

The Volkswagen Passat B7 uses an independent suspension: front - MacPherson strut, rear - multi-link. The chassis is generally reliable, but with the advent of cold weather, it is filled with various sounds when moving. tram tracks or driving on rough roads. The cause of extraneous sounds is mainly the stabilizer struts and bushings (their resource rarely exceeds 10,000 km). Also, it does not please the service lines of silent blocks 40-60 thousand km. With an aggressive driving style, after 50,000 km, wheel bearings can hum, and large-diameter discs reduce the chances of survival of this unit. The front strut supports live a little longer up to 70,000 km, and shock absorbers rarely nurse more than 100,000 km. The rest of the suspension elements serve 100-150 thousand km.

As for the reliability of the steering, the electric power steering deserves special attention here. Most often, problems with the amplifier occur due to oxidation of the power contacts. Also, problems can arise in the mechanical part of the unit. The rail, as a rule, does not cause trouble for 120-150 thousand km. Brake system reliable and does not cause much trouble for a long time.

Salon

The quality of finishing materials, like most cars of this class, is at a high level, despite this, on cars with a mileage of more than 100,000 km, the interior is not without signs of wear. Also, it is worth noting that over the years, crickets settle in the cabin. Often extraneous sounds come from the instrument panel, center console, rear shelf and brake light cover. As for the electrics, in general it is reliable, no problems that are often repeated have been identified. The vehicle is equipped with a wide range of electronic systems, for the operation of which the control units are responsible - it is they who can eventually begin to make the “head”. In most cases, to fix a particular problem, it is enough to reflash the corresponding unit, but this requires time and money, so be sure to check the electronics for errors before buying a used car.

Outcome:

In general, a used Volkswagen Passat B7 is a good car for quite adequate money (10-14 thousand USD). When choosing a car of this model, it is better to focus on copies released after 2012, there are two reasons for this: the first is that in 2011 the manufacturer eliminated many shortcomings; the second - such instances will have a relatively low mileage.

If you are the owner of this car model, please describe the problems that you had to face during the operation of the car. Perhaps it is your review that will help readers of our site when choosing a car.

Sincerely, editorial Autoavenue

The VW Passat B6 model can hardly be called old, because it was produced from 2005 to 2010. Consider, based on the reviews of the owners, in detail the advantages and disadvantages of a used car on secondary market, so to speak, we will wash all the bones and conclude that it is important to consider, if there is a desire to buy a Volkswagen Passat B6 with mileage, which typical faults found on second-hand Passat B6 sedans and station wagons.

At all times Volkswagen cars were among the best and most popular in the world. Their most important advantage is high reliability and true German build quality. However, not everyone can afford to buy a brand new Passat. That is why motorists in Russia, and probably still in many countries of the world, show a tangible interest in the used car market, where sedans and station wagons (gasoline and diesel) Volkswagen Passat B6 with mileage are quoted quite well, as well as their predecessor. Volkswagen Passat B5.

TDI FSI TFSI engines for Passat B6 with mileage, reviews

The heart of the car is perhaps the most important indicator for a real motorist. What are the most popular options, and why are they good / bad?

Volkswagen Passat B6 2.0 FSI engine - according to reviews, 2.0-liter aspirated engines produced before 2007 are considered not the best option among the Passat. They often have the following problems that require repair or reconfiguration:

• difficult start in frosty weather (which, however, is solved by reconfiguring the computer);
• although for the Passat B6 2.0 FSI, the manufacturer promises 90 thousand kilometers without replacing the timing belt, the timing belt is subject to increased wear, and in reality problems can arise after 60 thousand;
• it is very likely that the corrugations on the exhaust system are broken.

Passat B6 2.0 TFSI engine - according to reviews, the turbocharged version of the 2.0 engine is more suitable for power lovers, because the acceleration dynamics are excellent: from 0 to 100 in just 7.6 seconds! Yes, that's just it and a minus at the same time, because the previous owner could decently roll the motor. other characteristic weaknesses 2.0 TFSI was not detected.

The 1.8 TFSI engine has appeared in the line of engines for the model since 2008. There are more problems with it:

• with greater mileage, the solenoid valves of the turbine begin to fail;
• failure of the high pressure pump;
• somewhere around 60 thousand, the intake manifold will need to be replaced;
• The timing belt will completely become unusable and stretch, due to the wear of the hydraulic tensioner.

Most powerful engine– 3.2 FSI. The Passat B6 with FSI, in addition to the obvious huge expense, is usually subject to the same ailments as its weaker counterparts (problems with the timing and hydraulic tensioner). To common problems some of the above options for the power plant, (specifically FSI), should be attributed to a malfunction in the form of a failure to work ignition coils.

Reviews of the Volkswagen Passat B6 diesel (1.6, 1.9, 2.0 TDI) allow us to conclude that for those who want to buy a used car, it is better to choose engines equipped with the Common Rail system (produced since 2008) from diesel engines. Older engines with unit injectors are very sensitive to diesel fuel low quality, which, as a rule, "die" to 100 thousand run.

Drive for Volkswagen Passat B6 with mileage, reviews

Almost all Passat B6 models have front-wheel drive. However, if you want, you can find a used car with 4Motion all-wheel drive. The system has been significantly improved and the mechanical differential has been replaced by a Haldex clutch. According to owners, four-wheel drive Passat B6 (4Motion) is an excellent system that has no particular drawbacks. In normal mode, it supplies 100% of the torque to the front axle, and if the front wheels of the car lose traction, then the distribution occurs equally to both axles.

Gearboxes manual transmission and automatic transmission for Volkswagen Passat B6 with mileage, reviews

In total, there are three different gearbox options for the Passat B6.

The mechanics on the Passat B6 (especially if the manual transmission is paired with a diesel engine) - the dual-mass flywheel wears out quickly and becomes unusable (it becomes clear when uncharacteristic knocks appear when starting off). In cars of the year of manufacture from 2008, gears or a 1st speed synchronizer sometimes break.

Reviews about the Volkswagen Passat B6 automatic indicate that the Tiptronic automatic transmission on a used car often suffers due to the rapid wear of the valve blocks responsible for switching from one gear to another. There is a jerking car.

DSG robotic box on the Passat B6 - the robot suffers from problems with the mechatronics unit (with high mileage). Often, the entire unit needs to be replaced, but sometimes reconfiguration saves.

Front and rear suspension Passat B6 with mileage

When choosing a used Passat B6, you need to carefully inspect the front and rear suspension, which will tell you about real mileage cars. The first in the front suspension at the turn of 50-60 thousand km, the silent blocks of the front levers wear out, by 100 thousand km, as a rule, the stabilizer struts become unusable, and by 120 thousand the silent blocks of the subframe. The most durable parts in the front suspension - ball joints capable of reaching 200 or more thousand.
The rear suspension on the Passat B6 is more durable and reliable. The breakaway levers will have to be changed first at 80-100 thousand km, then with a run of 100-120 thousand km they will require the replacement of the stabilizer strut. Other elements rear suspension will require attention after 200 thousand.

Steering rack for Passat B6 with mileage

All VW Passat vehicles are equipped with electric power steering. On models that went on sale before 2008, a problem often manifests itself: the rail bushings wore out too much by 70-90 thousand km. This resulted in a strange racket rattle when driving over uneven sections of the roadway. After 2008, the problem was fixed by redesigning the entire node.

Elektroruchnik Passat B6 with mileage

Perhaps this detail is a kind of Achilles' heel of the Passat B6 (ie, a weak point). The button that is responsible for the mechanism often does not work. In rare cases, there is a problem with the actuators themselves.

Volkswagen Passat B6 disadvantages with mileage, reviews:

• The first and most basic minus is the overpriced average market price, as for a used car. Yes, this is a business class, yes this is a real German, but still not new ...
• Problems with electronics (radio, engine start with a button, electric handbrake, air conditioning regulators, etc.).
• A little rust in places of chips.
• The slightly high rear makes parking difficult, especially if you've never driven bulky sedans or station wagons before.
• Problems with the timing, hydraulic tensioners and intake system corrugations.
• Expensive body and interior parts.
• Quick failure of silent blocks (especially in front).
• High pressure pump failure.

Advantages of the car:

• The machine is practically not subject to corrosion, body parts change only after the most difficult operating conditions of the sedan.
• Level security. At one time, she received 5/5 Euro NCAP stars.
• Finishing materials are at their best, because this is a German business class.
• Comfortable chairs, excellent lateral support, extensive adjustment range.
• Huge selection power plants, from diesels to turbocharged aspirated.
• A big plus is the availability of models with all-wheel drive.
• High handling and stability on the road.
• Rich equipment.
• Durable rear suspension.

Four-wheel drive, "mechanics" and more

If you do not take into account the features of the "machines", then the transmission is more than reliable. Minor difficulties are associated only with the anthers of the front CV joints, there are frequent cases when they flowed at runs up to 50 thousand due to loose or flown clamps. It is recommended that this assembly be checked, and if a non-factory clamp is installed, then a thorough revision of the state of the CV joint itself is necessary.

All-wheel drive vehicles with a Haldex clutch in the rear wheel drive perform well. The latest generation clutch itself is still working reliably, it is recommended to change the oil in it at 40-50 thousand mileage, not earlier, the electrician does not fail, the pump even in the absence service will pass 120-180 thousand kilometers, with runs above 200, the node usually requires repair.

Again, there are no difficulties with the angular gearbox. True, this is all provided that a heavily tuned motor is not worth it. With a 350-horsepower engine under the hood and regular "races" on the tracks, all transmission elements are at risk - you can "roll up" and cardan shaft, and rear gear, and clutch for literally tens of thousands of kilometers.

There are no particular difficulties with mechanical boxes, provided that. Here the clutch is rather weak even for stock 1.8 TSI and 2.0 TSI engines, not to mention diesels. The clutch resource is on average about 50-60 thousand kilometers, even with careful handling, and the expensive two-mass flywheel does not last much longer, especially on diesel engines.

And if the motor is boosted, then real difficulties begin. The clutch at a torque above 320 Nm wears out literally in 10-20 thousand, and then slippage begins. The clutch from VR 6 does not fit in this place, but fortunately, tuning comes to the rescue - you can put a custom Bryce flywheel and get what you want.

But the manual transmissions themselves turned out to be less strong in practice than the six-speed preselective DQ 250 and, moreover, than the DQ 500, so for serious tuning in this case, the “mechanics” are not suitable in the best way. With a torque of 450-470 Nm, regular manual transmissions do not last long. Well, there are no purely resource problems yet, except that the oil seals of the manual transmission axle shafts can leak at high mileage.

Robots DSG7

The most successful option that could be found on generation B 6 machines - the Aisin TF 60SN - was not officially installed on the B7. If you see it in the ads for the sale, then most likely the car is not quite a B7, but its American relative, which has a very distant relation to the European B7.

Pictured: Volkswagen Passat (B7) "2010–14

Occasionally there are cars with an automatic transmission “swap”, since the manufacturer has provided everything for this - literally “take it and put it”, for example, with Passat CC or Skoda Octavia, where this equipment was one of the most common. Not a bad box, but on the Passat regular system cooling, it regularly overheats and does not last so long. Already after 100-120 thousand kilometers, twitches are possible due to contamination of the valve body, dirty oil and intensive wear of the gas turbine engine blocking pads, and overheating makes the automatic transmission wiring fragile. In general, this automatic transmission will overcome 200-300 thousand kilometers only with good service, but the chances are high, and it is repaired relatively inexpensively.

Regularly, cars with engines up to 1.8 TSI inclusive relied on a seven-speed “dry” DSG transmission with the general name DQ 200. VW succeeded in making an inexpensive, fast and economical automatic transmission for their cars. That's just all the users of cars with these boxes until 2013-2014 acted as beta testers. After 2014, a set of improvements to the box finally covered the main weaknesses, and the reliability of its operation increased to quite acceptable for automatic transmissions recent generations. Now the box began to drive stably until the moment of regular wear of the clutch kit for 120-160 thousand city mileage, without bothering with breakdowns.

Unfortunately, on machines until 2013, there were more than enough difficulties. The low resource of the clutch kit is just the tip of the iceberg. The company was constantly refining the box software to save resources while maintaining the dynamics of the car, so the first versions of the automatic transmission were noticeably “more cheerful” than the current ones.

Initially, the clutch resource often did not exceed 30 thousand kilometers, and the technology for replacing them turned out to be very complicated. After the first repair, the problems multiplied - if the technology was violated, the mechanical part boxes, and the clutch kit itself did not last very long. Now the services have become adept at carrying out this procedure, and even unofficial ones change clutches with a good chance of success. But there are other problems as well.

The most obvious and fatal incident for the box DQ 200 was a very weak differential, not designed for a moment of 250 Nm from the engine and a large gear ratio the first steps of the automatic transmission. During intensive launches, the axis of the satellites was literally welded to one of them or simply left the body. Of course, in any case, the body of the box collapsed, the wheels wedged, and only the fact that this usually happened at low speed saved from serious consequences.

In addition to the clutches, the engine flywheel also wears out at the box. Its price is high enough to pay attention to its wear and tear.

Breakdowns of the mechanical part are also not uncommon, until 2013 this happened often, especially for cars with operation in Moscow traffic jams. The wear of gear shift forks, clutch release forks, rod seats led to shock engagement of gears or a complete failure of the box. Shafts and bearings also broke down with this kind of malfunction, but sometimes the shaft bearings failed on their own.

An important part of the DSG is the mechatronics unit, which contains the control electronics and hydraulics. In the case of the DQ 200, the unit does not have external cooling, making it dependent on the temperature in the engine compartment, and electric drive pump. Previously, valve bodies were not repaired, only assembly replacement was practiced, but at the moment this problem has been solved.

If you still decide to buy a car with DSG 7, and the box went into an "accident", then it is even possible self repair. All you need is a suitable diagnostic scanner to move the rods to the service position and a set of tools to fix the clutch. You can remove it almost in the yard, although all the systems of new boxes are very demanding on cleanliness, so I cannot recommend this style of repair.

Further, it is quite simple to replace the valve body drive pump, hydraulic accumulator, system seals, filter (on the condition of which much depends) and clean or replace the set of solenoids. If the board is damaged (for example, part of the wiring burned out or the contact between the electronics board and the main wiring board is lost), then few people do such repairs, but it is also possible.

Boxes from the turn of 2013 and 2014 have an order of magnitude fewer failures, especially in terms of mechatronics and mechanics, and optimized algorithms protect the clutch. Those owners who bought the car in 2013 were especially lucky - their cars have a five-year warranty, as well as earlier, frankly unreliable box options. Since 2014, the warranty has been reduced to the previous 2 years, but this is fully justified.

Robots DSG 6

The six-speed automatic transmission DQ 250 looks much more interesting, which was standardly installed with 2.0 TSI, 3.6 FSI engines and 2.0 TDI diesel engines. Its design is very different from the "dry" box. Her clutch is made in the form of packages of "wet" clutches that operate in a common oil bath of the engine.

The box is designed for noticeably more torque and is actively “swapped” instead of the DQ 200 during tuning. The main advantage of this box is the older design, which means a better balance in the reliability of all its components.

Radiator

original price

9 603 rubles

But in essence the problems are the same. The clutches do not burn, but their wear affects the contamination of the gearbox oil and the wear of the mechatronics. There is external cooling, and installing a banal crankcase protection will no longer lead to the death of the box. But the cooling is clearly insufficient, the design of the thermostat and heat exchanger allow the oil temperature to go far beyond 120 degrees, and at such temperatures, the wear of the mechanics greatly increases and the electronics begin to fail. Fortunately, most of the problems are solved by frequently changing the box oil - this is just the case when the more often the better. Once every 30-40 thousand will be optimal.

The most common problem with this automatic transmission is wear on the solenoid seats. Due to the heavy contamination of the oil during operation, the abrasive literally gnaws out pieces of the aluminum board. Garbage and shavings are a common misfortune of such boxes. It is recommended to change the filter frequently, it can be simply torn if it is very dirty. It is also worth installing an external radiator (for example, from the American Passat CC it gets up as a native) and a filter.

Seals, rubber rings and box seals suffer from chips, so leaks and pressure leaks from poor maintenance occur regularly. The mechanical part also suffers from oil contamination, dirt damages bearings and gears, and at a certain level of contamination with solid particles, damage grows like an avalanche.

DSG 6 repair is not too easy, a lot of problems arise due to unskilled intervention. Services that have mastered hydraulic four-stages and some five-stages in repair may be surprised to find that the qualifications of craftsmen and equipment are not enough even for accurate assembly and disassembly of the unit.

Both DSG robots provide very high performance to the car, but the number of expensive repairs due to their fault is very high even with low mileage. And if the DQ 250 box basically requires frequent and high-quality maintenance, then the DQ 200 until 2013 simply has too many design defects. Not all of them appear immediately, many cars managed only by replacing the block software and one clutch replacement with runs up to 200 thousand kilometers, but the chances of serious expenses with such an automatic transmission are very high. Especially during cork operation, and even with an increased temperature in the engine compartment and maximum loads.

It’s really bad for such a box when tuning motors, because with a standard limit of 250 Nm, there is software for it and even clutch kits designed for a moment one and a half times greater. In this case, the mechanics simply “burns”.

Motors

Petrol 1.8 and 2.0

The engines of the Passat B 7 are also "the most advanced". He is supposed to have only one naturally aspirated engine, this is a 3.6-liter VR 6, the rest are equipped with turbines with all the ensuing difficulties. I’ll immediately upset that all the proposed motors are not flawless in terms of the mechanical part. But the scope for tuning is simply amazing. If you read my article, then the motor from the EA888 series is used as an example, just like on the Passat. 1.4 TSI engines are tuned noticeably worse, but the increase in power compared to the factory version can be up to 50%, which is very, very much. That's just with reliability, even during normal operation, there are serious problems.

Even at such a young age by automotive standards, there are complaints about poor tightness of intake systems, radiator pollution and cooling system leaks. You should pay attention to this when buying any gasoline Passat. Oiling the intake pipes at the same time will tell you whether the engine is using oil, and where the leak occurs - through the turbine or through the ventilation system. In general, inspection of the engine compartment, even on a fresh car, should be carried out with all the meticulousness.

A lot of engines have already gone through a piston group replacement or even a block replacement for a run of 120-150 thousand kilometers, so there may be nuances associated with an unqualified installation: damage to the wiring, violation of the laying of hoses and wiring. In addition, the owners are clearly "embarrassed" to admit to the true mileage of the cars. Sometimes you can get this information when diagnosing with a scanner, according to marks from various blocks, where “mileage rewinders” were too lazy to climb, but the condition of the engine will tell a lot to an attentive person.

The most running engine for the Passat B7 is 1.8 TSI of the EA 888 family. With a power of 152-160 Horse power it provides very good dynamics, especially in combination with DSG, and high efficiency. The two-liter 2.0 TSI engine is extremely similar in design to it, except that it is equipped with a completely different box and is more boosted in terms of torque. But the basic nuances of the design they have in common.

Turbine 1.8 TSI (K03)

original price

112 938 rubles

1.8 engines are mainly the CDAA series, and two-liter engines are CCZB. First of all, you should pay attention to the tendency to oil appetite. The manufacturer struggled with this intensively, but as a result of all the replacements of the piston group, only after 2013, the option can be considered acceptable. It is not prone to coking at the slightest opportunity and has an acceptable resource.

Several different options with different thicknesses of the piston pin, piston and connecting rod on machines until 2013 are limitedly compatible with each other, but all have the unpleasant property of starting to devour oil at the slightest overheating or a rare oil change. This is due to the strange design of the piston rings, insufficient oil flow from the oil scraper ring and its weakness.

An additional factor contributing to losses is contamination of the crankcase ventilation system, leakage of gaskets and seals, and a tendency to coke. intake valves, increased wear of the intake valve guides and low life of their seals.

Another nuisance that every owner will face is the small and unpredictable resource of the timing chains and oil pump. On average, it does not exceed 120 thousand, although there are unique ones with runs over 250 on one chain. Yes, there are also breaks in the pump circuit, especially during winter starts. The pump itself rarely fails, but in any case, the result is fatal to the engine.

The icing on the cake is the execution of the pump and thermostat in a single unit with a plastic case. Plastic from the age of three years is prone to warping and leaks. The price of the node is quite high, in addition, the motor is very sensitive to coolant leaks and overheating.

Pump with thermostat 1.8/2.0 TSI

original price

13 947 rubles

With all this, the engines of this series have a large margin of safety of the piston group, a good crankshaft, a durable block and a boost margin of one and a half to two times without interfering with the piston group, only with the replacement of turbines and the power system.

Moreover, moderate forcing does not greatly affect the resource during normal operation, at least because tuning firmware first of all reduces the operating temperature, which has a good effect on the condition of the engine. They also require the use of a higher quality and viscous oil and more frequent oil changes than prescribed by the maintenance schedule. A very significant number of cars in Russia have chip tuning, do not be too afraid of this when buying, but in this case you should take a closer look at the state of the automatic transmission.

Petrol 1.4

The younger brother of the "big" 1.4-liter engines is noticeably more fragile. Its piston group does not tolerate forcing, the pressurization system has vulnerable spot in the form of a liquid intercooler, and the timing chain drive has a very small resource and is prone to chain jumps.

The family includes four series of motors. The simplest 1.4 122 liters. With. - these are CAXA motors, they are the most common. Less common is the variant of the 160 hp twin supercharged engine. s., CTHD / CKMA series. It is very rare to find variants of this motor optimized for operation on compressed gas, the 150 hp CDGA series. With.

Surprisingly, the best option is precisely the "gas" engine. It has a hardened piston group, which is almost not prone to coking, a more durable cylinder head material and a nominally lower operating temperature. Dual-supercharged engines have a very complex intake system, with a compressor and a turbine, and therefore high price service after the warranty has expired.

Timing chain 1.8/2.0 20V

original price

4 993 rubles

In Europe, they were in demand for a combination of high power and amazing efficiency. A large sedan with such an engine on the highway has a consumption of less than 5 liters per hundred, and at low speed - even less than 4, in the urban cycle the consumption can be less than 9 liters, which for a car of such a mass with gasoline engine a major achievement.

Problems with the timing chain are typical mainly for cars manufactured before 2012, but surprises are possible after. In any case, the resource will not exceed 120-150 thousand, and when noise appears, it is recommended to change it immediately, without waiting for the jump. If the motor is older, then check if the front cover of the engine has changed - on new design protrusions that prevent chain jumping, a more aggressive configuration.

You also need to monitor the cleanliness of the oil-water heat exchanger (its block is inserted into the intake manifold and is contaminated by crankcase gases), the serviceability of its cooling pump, and the cleanliness of the intercooler radiator section. And even with the full health of the systems, it is recommended to carefully monitor operating temperature engine and fuel quality. "Burning off" after a plug can lead to piston burnout, just like summer "races" on the highway at speeds close to maximum speed.

The same consequences are caused by refueling with 92-m gasoline, ignoring errors in the fuel equipment or failure of the turbine adjustment servo drive in the closed position. A little more trouble can be delivered by the existing tendency to coking of the piston group at standard oil change intervals of 15 thousand kilometers. It occurs less frequently than on 1.8 / 2.0 engines, but it is not so painless.

Motor in the version of 122 liters. With. rather weak for this machine, and with firmware for 150-160 liters. With. the turbine is already suffering - it can withstand a maximum of 40-50 thousand kilometers. In general, this option is noticeably less reliable than larger engines, and the reduction in fuel consumption and maintenance costs is unlikely to compensate for this disadvantage.

Petrol VR 6

The top 3.6 BWS motor is frankly rare. A very interesting design has a good resource in general, but there are also enough shortcomings. At least a timing chain with an insufficient resource, the replacement of which requires the removal of the motor. It is located on the flywheel side, and the replacement of the lower chain is, in principle, impossible on the machine. Valve coking, a tendency to coking of the piston group are also noted. The dense layout, complex inlet, extremely complex cylinder head design also do not contribute to lower operating costs. Despite not being supercharged, it is hardly lighter than the 1.8 TSI.

Diesels

HPFP 1.8 TSI

original price

14 215 rubles

Diesel engines are mainly represented by two types of engines - 2.0 TDI with 140 hp. With. The CFFB series with unit injectors is a relatively old design, the second CBAB engine is already with Common Rail injection.

The option with pump injectors is considered unequivocally resourceful and reliable, and the disadvantages associated with high wear of the camshafts and a drop in oil pressure in the cylinder head are known and solved. But new engines with electronic injection with the same power, much more responsive, have lower consumption and fewer expensive parts.

Of course, due to rare complaints, they get the impression that these are the most reliable engines on the new Passat. It may well be that this is so, but the operation of a diesel engine in Russia is always a lottery. It depends too much on the quality of the fuel, and components such as EGR and a particulate filter, when operating in traffic jams, increase the number of failures and reduce the resource.

Is it worth taking?

For such new car Passat B 7 has a lot of problems. Particularly unpleasant are the failures of engines and gearboxes with runs up to 150 thousand and expensive repairs at the same time. But other than that it's not that scary. The body isn't perfect, but most cars are holding up well so far. The salon has become noticeably better than its predecessor. The electrics are a little more complicated than those of most cars, but it also gives a lot of opportunities, raising the comfort of use at times. In addition, most repairs are carried out under warranty or as part of the manufacturer's post-warranty service, so that the owners do not bear the full burden of costs.

If you take such a Passat, then as fresh as possible.

It is the latest series of machines that are less likely to have problems - just in time for the sunset, the PQ 46 platforms have corrected all the problems that have been dragging on for a pair of PQ 35 / PQ 46 platforms since their introduction. Both motors and gearboxes have become much more reliable, having got rid of childhood diseases. More specifically, I would advise a car with 1.8 on the "mechanics" or 2.0 with a well-maintained DSG 6. Do not count on a carefree future - sooner or later the car will ask for investments, but it is quite possible that by that time it will no longer be in your hands.

Suffice it to recall how reliable the Volkswagen Passat B3 and B4 generations were, which were produced from 1988 to 1996. A simple design, a million-plus engine, a manual box - all this withstood very solid runs.

But today we will talk about more modern Tradewinds - B6, which already have mileage. Is it worth buying these cars in the secondary market and what modifications should be avoided?

American version of the Passat

Now on the market you can often find the Passat B6 of the American assembly, it is distinguished by a soft suspension, other optics, a dashboard and an audio system. The trade winds brought from the States are equipped with engines with a volume of 2.0 TFSI and 3.6-liter VR6. The transmission here is a 6-speed automatic and a DSG robot.

Reliable body

A feature of the Volkswagen Passat is that the body, both of older generations and of newer ones, is durable and has a very high corrosion resistance. Still, galvanization is used here. Rust on the body is rarely seen, this suggests that the paintwork is also very strong. The only thing that can give out age over time is a radiator grille made of chrome, as well as moldings, they age especially if the car often drove on salty roads in winter.

There are many sedans and station wagons on the market. Station wagons are about 40%, they are convenient in terms of transportation due to the large trunk of 1731 liters, if you lower the rear row of seats. Station wagons are about the same price as sedans.

Internal electrical

Although outwardly the car is made at the proper level, inside the electrician after several years of operation can create some difficulties for their owners. For example, after about 6 years, heated seats and their electric adjustment, door locks and other little things may fail. It happens that jamming the turning mechanism at the headlights, which is why adaptive headlights will simply shine at one point. But if the electronic steering lock turns off, which blocks the steering wheel and refuses to unlock it, then you will have to change the entire unit, the price of which is 450 euros.

When buying a used Passat, you need to carefully check the climate control, if it has any glitches, or the temperature is not accurately displayed, then you may soon have to change the air duct dampers, each of which costs about 100 euros. These shutters are located inside the front panel of the servos. After 80 thousand kilometers, the stove motors can begin to squeak, by the way, they were usually changed under warranty. Cars of early years suffered from the fact that their compressor was extremely unreliable and required replacement, which is minus 500 euros from the personal budget.

Inspection of motors

You should very carefully examine the engine before buying a Passat B6 with mileage. Listen carefully to the sounds that the engine makes. For example, take a fairly popular turbocharged engine for the Passat - TFSI with a volume of 1.8 liters, then after 100,000 km. mileage for cars manufactured earlier than 2010, you can hear how the supposedly eternal timing chain rumbles.

In this case, you need to hurry to the service and make a replacement timing drive along with the chain, it will cost about 200 euros. And if you miss this moment, and the hydraulic tensioner allows the chain to jump several links, then you will have to change the cylinder head, here the price is already much higher. The cylinder head separately will cost 1600 euros, and if complete with springs and valves, it will cost 3000 euros.

In general, there were no engines with a timing chain on the Passat before, so the TFSI engine with a volume of 1.8 liters is the first such instance, and in general, this engine is considered the most unreliable part of the Passat B6.

In general, all these engines running on gasoline with direct injection are very unreliable, they work noisily and do not start well in severe frost.

The water pump of the cooling system, which is located in the same unit as the temperature sensor and thermostat, can also cause problems. Such a water pump can already leak after 90,000 km. run. To replace it, you will have to pay 170 euros, this cost includes the drive belt from the balance shaft. There are times when the damper bushings at the intake manifold wear out by this run, which means that you have to change manifold completely which costs 450 euros. It even often happens that it fails solenoid valve controlling the turbocharger.

For those who like to save on oil and change it late, there is a risk that after 120,000 km. the valve of the crankcase ventilation system will fail, after which the crankshaft oil seal will flow, the pressure reducing valve will also jam in the open position oil pump. Fortunately, a red light will notify you of this. For those who like to drive at high speeds, you will have to add oil to the engine - about 0.5 liters per 1000 km. run.

But this is still nonsense compared to the 2-liter TFSI. Already after some 100 - 150 thousand km. the motor will eat about a liter of oil per 1000 km. In this case, you can change the oil separator for 150 euros, which is located in the crankcase ventilation system. You can also change the valve stem seals, but when this does not save you, you will have to disassemble the engine and replace the rings - they will cost about 80 euros.

Also, the ignition coils will need to be replaced at about the same mileage, each will cost 35 euros, and the injectors on the injection system will also reduce the budget by 130 euros each. There is also a timing belt that only turns the exhaust camshaft, it is advisable to check it every 45,000 km. avoid replacing the cylinder block, which is more expensive for a 2-liter engine. Moreover, the belt can break without warning signals, unlike the chain.

Vehicles manufactured before 2008 may require cylinder head repair due to the fact that the high-pressure fuel pump drive rod gradually undermines the intake camshaft cam. This happens after about 150,000 km. The pump pumps gasoline not as it should, and as a result, you have to buy a new shaft for 500 euros and install it.

The 1.6 FSI and 2.0 FSI engines on the Passat with direct injection proved to be better side in severe winter frosts. Despite the fact that the manufacturer released new firmware for the control unit, this did not help matters. The only thing that can help the engine is keeping it clean - keep the filter screen clean fuel pump, which is located approximately below back seat in fuel tank. The filter must be changed along with the pump, which costs 250 euros, but now a considerable number of craftsmen have appeared who can change the filter without replacing the pump, such a service will cost 80 euros. And after 50,000 km. it is necessary to clean the nozzles, such work will cost 250 euros.

FSI engines with direct injection have an ignition system that does not tolerate short trips in winter time, long-term parking with the engine running on idling. If the engine is not warm enough in winter, the spark plugs will require more frequent replacement- already after 12,000 km. If the spark plugs are faulty, they will quickly kill the ignition coils. A set of candles will cost 25 euros. And models with 2-liter engines can be brought to a complete stop by the malfunctioning valve of the exhaust gas recirculation system, its replacement will cost 150 euros.

These “direct” engines are unreliable, but the most reliable engine in the Passat B6 is considered to be a rather old engine with distributed injection, with a volume of 1.6 liters. It is very difficult to find such an engine now, because it is installed on 6% of the 6th generation Trade Winds. And this motor is not particularly powerful - only 102 hp. With. It is clear that the acceleration dynamics of the Passat with such an engine leaves much to be desired. But this motor is durable.

But there is other good news - diesel engines, which are not so few - about 42% of cars on the market. When buying a Passat B6 with a diesel engine, it is better to choose a car manufactured after 2008 with a 2-liter engine that has a common rail power system, these are the CBA and CBB series.

Such motors are really reliable, serve for a long time and do not cause problems to their owners. Every 100,000 km. will be needed change injector seals, a set of which costs only 15 euros.

There are also diesel engines with 8 valves, 1.9 and 2.0 liters, but they have more expensive pump injectors in the power system - about 700 euros for each. BMA, BKP, BMR series engines that come with piezoelectric pump injectors are a riskier choice, they have these injectors even more expensive - 800 euros each. But they serve very little - 50-60 thousand km. They have weak wiring, already after 120,000 km. the motor may start to troit and start intermittently. If this happens, then you can safely see if everything is in order with the connectors at the injectors.

On 2-liter diesel engines installed on the Passat, older than 2008, usually on the oil pump drive the hexagonal roller wears out and wears out after about 200,000 km. A signal should appear that there is no oil pressure, it should not be ignored and this roller should be replaced immediately so that the motor does not have to be sorted out.

And if there is a dull knock somewhere in the rear wall of the engine after 150,000 km., This means that it is time to replace the dual-mass flywheel, which will cost about 450 euros. If it is not changed in time, it can fall apart and with its fragments will harm the starter, clutch, and in general, damage the gearbox, the repair of which will cost 700 euros.

Transmission and possible troubles associated with it

The most hassle-free transmission is the 4Motion all-wheel drive system, working with a Haldex clutch. Here it is enough to change the oil on time - approximately every 60,000 km. Such a transmission will quietly last at least 250,000 km. You should also look after the internal CV joints so that they do not leak grease, a new joint will cost 70 euros.

Manual gearboxes are also quite reliable, 5-speed ones are installed on cars with 1.6-liter gasoline engines and 1.9-liter diesel engines - these are the weakest modifications in terms of power, all other versions are equipped with 6 step box. The only thing that can cause inconvenience is oil seals, which are about 80,000 km away. may leak. And in models released earlier than 2008, the shaft bearings in the boxes are rather weak.

There are also automatic boxes, such as the 6-speed Tiptronic, there may be some problems with it. This box can easily overheat, and bearings and valve body deteriorate from overheating. Already after about 80,000 km. gears can shift not as usual, but with shocks, which means that there are 2 options: either change the valve body for 1100 euros, or restore the old one from the masters for about 400 euros.

But the most problematic box turned out to be the “innovative” DSG robot box (Direct Shift Gearbox or Direkt Schalt Getriebe). With 2-liter diesels and gasoline 3.2-liter VR6, as well as turbodiesels of 1.4 and 1.8 liters, there is a 6-speed BorgWarner DQ250, which has an oil bath, and multi-plate clutches function in it. This oil bath contains 7 liters of rather expensive ATF DSG oil, a liter of which costs 22 euros. To prevent the box from breaking ahead of time, this oil must be changed every 60,000 km.
In this robot box, the mechatronic hydraulic control unit is also considered a weak point. The difference from the machine is that shocks when shifting gears can appear after 20,000 km. And the replacement of this valve body will cost 1700 euros.

But, in the first place in terms of problems is the 7-speed DSG DQ200 robot, with Luk dry clutches, which appeared after 2008. This robot still has the same problems with the hydraulic control unit, but the price for it is 2000 euros. Also here, the clutches do not work adequately, constant jerks and jerks appeared on many cars. At the service centers, they did a flashing of the control unit, trying to correct the moment of opening and closing of the disks, taking into account the degree of their wear, they also changed the clutch for 1200 euros and even reached the replacement of the box, which costs 7000 euros. But after 50,000 km. jerks and bumps when switching started again.

Only in 2010, the developers upgraded the DSG-7 “robot”, in which the control unit was improved and the clutch was strengthened. In order not to lose customers, Volkswagen in 2012 made an increased warranty on the DQ200 robot - 5 years or 150 thousand km. run.

Suspension on the Passat

The suspension is generally solid, but it also has a few weaknesses: silent blocks of the front levers, they have to be changed after 30,000 km. After restyling in 2008, silent blocks were strengthened and they began to withstand 100,000 km. run. Stabilizer links, front shock absorbers, steering tips, upper supports shock absorbers at the same time after 100,000 km. require replacement. Prices are not particularly high: racks - each for 25 euros, shock absorbers - 150 euros, other parts cost no more than 20 euros.

By the way, for Russia, the manufacturer officially produced B6 Tradewinds, designed for roads that leave much to be desired. These models have stiffer springs and shock absorbers, as well as ground clearance they have 2 cm more.

The Passat has a lot of “sores”, but despite this, this car is valued in the used car market. The price of these cars falls by only 12% every year. In general, if there is still a desire buy Volkswagen Passat B6, then it is best to choose a modification released after 2008 with a diesel engine and mechanical box. Such models in the secondary market cost about 600,000 - 750,000 rubles.

Feelings behind the wheel

In terms of handling, the Passat B6 showed itself on the good side, it drives perfectly in a straight line, without going astray, despite various bumps on the road. Even at a speed of 200 km / h, the steering wheel responds perfectly to the driver's actions. The buildup and rolls are quite small, the car holds the arc even at high speed without skidding.

Passat B6 clearly repeats the road profile, so various road bumps are felt, this makes you feel not very comfortable in the car, it feels like on sports cars- strong and rigid suspension. Such a car is more designed for the driver, it has aggression and sporty notes, even the sound of a 2-liter turbocharged engine is quite aggressive.

Here, in fact, everything we talked about, only in a more concise form:

The most trouble-free option is atmospheric 1.6 (105 hp) BSE / BSF, 8-valve, with a timing belt drive and a very reliable resource design that can drive 300 thousand or more without serious investments. If you do not need dynamics, but want to minimize risks and costs, this is your choice. True, if you start leaks, do not wash the radiator and do not change the oil, then such a simple motor can be brought "to the handle."
- As already mentioned, atmospheric engines with direct injection 1.6 FSI (115 hp BLF / BLP) and 2.0 FSI (150 hp BLR / BVX / BVY) make no sense to consider. The increase in power is minimal, but there are enough problems. First of all, the power system brings direct injection with high-pressure fuel pump, capricious, unstable to low temperatures, and besides, it creates ideal conditions for coking of piston rings. At 1.6 FSI, in addition, there is a chain in the timing drive, and it tends to stretch up to a run of 100 thousand.
- 1.4 TSI (122 hp, CAXA) - a very raw and problematic EA111 engine at the time of release. The timing chain is just as thin and prone to premature stretching as the 1.6 FSI. The piston is prone to oil waste. The turbine and pressurization system hold up with luck. In theory, if the motor went through a quality restoration with the replacement of the piston and timing with versions from the later EA111 (the elimination of childhood diseases proceeded gradually), then you can take it. But there are very few such options - they usually sell "as is".
- 1.8 TSI (152 hp CDAB / CGYA and 160 hp BZB / CDAA) and 2.0 TSI (200 hp, AXX / BPY / BWA / CAWB / CBFA / CCTA / CCZA) - this is already a family EA888. Against the background of 1.4 TSI, there are slightly fewer problems, but the main suppliers of problems are the same: oil-driven piston and weak drive Timing. The series was brought to mind only by 2013, so the Passat B6 did not get it. Again, you can consider options with a replaced piston.
- The most durable diesel engines are 8-valve 1.9 TDI (105 hp, BKC / BXE / BLS) and 2.0 TDI (140 hp BMP) with electromechanical unit injectors, EA188 family. In practice, 1.9 turned out to be the most resourceful - there are cars that ran back 500 thousand or more without overhaul. If you want the cheapest operation - look for 1.9 without particulate filter(BKC and BXE).
- 2.0 TDI diesels of the same EA188 series with more modern piezoelectric unit injectors are 136-horsepower BMA, 140-horsepower BKP and 170-horsepower BMR. Piezo injectors turned out to be so-so, others failed even before 100 thousand and changed under warranty. You should not get involved, especially the powerful 170-horsepower.
- Later EA189 family - already with Common Rail and piezo injectors, 1.6 TDI (105 HP CAYC) and 2.0 TDI (110 HP CBDC, 140 HP CBAB, 170 HP CBBB). The reliability of the common rail turned out to be decent, but you still shouldn’t mess with the frankly overpowered 170-horsepower option.
- All 2.0 TDI engines, regardless of the type of power system, had a characteristic problem with the wear of the so-called hexagon - the oil pump drive, which led to oil starvation and overhaul. Check if it has changed - the resource is from 140 to 200 thousand, as lucky.
- Powerful VR6 engine 3.2 FSI (AXZ) makes Passat related to Porsche Cayenne 1st generations. Surprisingly, the direct injection system turned out to be tenacious here. The average trouble-free mileage ranges from 150 to 200 thousand. The timing drive turned out to be very complicated, and phase disturbance usually occurs due to worn out tensioners, and not the chain at all.
- Very rare for the Trade Winds VR6 3.6 FSI (BLV, BWS) is also found on the Cayenne. The problems are the same as in 3.2.
- Considering the potential high cost of everything, a car with any of the motors (except perhaps the simplest 1.6) needs to be carefully diagnosed: compression measurement, endoscopy, checking with a dealer scanner, measuring phases with an oscilloscope - it’s better to spend an extra few thousand and overdo it than spend it 10 times later more for repairs.