Four-wheel drive, "mechanics" and so on

If you do not take into account the features of the "automatic", then the transmission is more than reliable. Small difficulties are associated only with the anthers of the front CV joints, there are often cases when they flowed with runs up to 50 thousand due to weakened or flew off clamps. It is recommended to check this unit, and if a non-factory clamp is installed, then a thorough revision of the state of the CV joint itself is necessary.

Four-wheel drive cars with Haldex clutch in the rear wheel drive are excellent. The clutch itself of the latest generation 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 of maintenance, will travel 120-180 thousand kilometers, with mileage above 200, the node usually requires repair.

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

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

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

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

DSG7 robots

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

In the photo: Volkswagen Passat (B7) "2010-14

Occasionally there are cars with automatic transmission "swap", since the manufacturer has provided everything for this - literally "take and put", for example, with Passat CC or Skoda Octavia, where such a configuration was one of the most common. Not a bad box, but on the Passat with a standard cooling system, it regularly overheats and does not last so long. Even after 100-120 thousand kilometers, twitching is possible due to contamination of the valve body, dirty oil and intense wear of the blocking linings of the gas turbine engine, and overheating also 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 relatively inexpensive to repair.

Normally, cars with engines up to 1.8 TSI, inclusive, relied on a seven-speed "dry" DSG transmission with the general name DQ 200. VW made an attempt to make an inexpensive, fast and economical automatic transmission for their cars. Here are just all users of cars with these boxes until 2013-2014 were beta testers. After 2014, a set of modifications to the box finally covered the main weaknesses, and the reliability of its operation increased to quite acceptable for automatic transmissions of the latest generations. Now the box began to drive stably until the normal wear of the clutch kit for 120-160 thousand city mileage, without bothering with breakdowns.

Unfortunately, there were more than enough difficulties on cars until 2013. The short life of the clutch kit is just the tip of the iceberg. The company constantly improved the software of the box to save the resource 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 difficult. After the first repair, the problems multiplied - if the technology was violated, the mechanical part of the box suffered, and the set of clutches itself did not last 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 case for the DQ 200 box turned out to be a very weak differential, not designed for a moment of 250 Nm from the engine and a large gear ratio of the first automatic transmission stages. During intensive starts, the axis of the satellites was literally welded to one of them or simply left the body. Of course, in any case, the box body 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. Its price tag is high enough to draw attention to its wear and tear.

Breakdowns of the mechanical part are also not uncommon, until 2013 this happened often, especially the cars operating in Moscow traffic jams were unlucky. Wear of gear shift forks, clutch release forks, rod seats led to shock engagement of gears or complete failure of the box. Shafts and bearings with this kind of malfunction also broke, but sometimes the bearings of the shafts 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, which makes it dependent on the temperature in the engine compartment and the electric drive of the pump. Previously, valve bodies were not repaired, only complete replacement was practiced, but at the moment this problem has been resolved.

If you nevertheless decided to buy a car with DSG 7, and the box went into an "accident", then even an independent repair is possible. 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 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 state of which much depends) and clean or replace a set of solenoids. If the board is damaged (for example, part of the wiring has burned out or contact between the electronics board and the main wiring board is lost), then very few people do such repairs, but it is also possible.

Gearboxes from the turn of 2013 and 2014 have an order of magnitude fewer failures, especially in terms of mechatronics and mechanics, and optimized algorithms save the clutches. 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.

DSG 6 robots

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

The box is designed for a noticeably higher torque and will actively "swap" instead of the DQ 200 during tuning. The main advantage of this box is the greater age of the structure, which means the best balance in the reliability of all its components.

Radiator

price for original

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 the installation of 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 allows 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 frequent changing the gearbox 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 strong contamination of the oil during operation, the abrasive literally gnaws out pieces of the aluminum plate. Garbage and shavings are a common problem with such boxes. It is recommended to change the filter frequently; it can be trivial to break if it is heavily soiled. It is also worth installing an external radiator (for example, from the American Passat CC it rises like a native one) and a filter.

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

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

Both DSG "robots" provide very high performance characteristics of 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 at once, many cars cost only the replacement of the software of the blocks and one replacement of the clutch for runs up to 200 thousand kilometers, but the chances of serious expenses with such an automatic transmission are very high. Especially during plug operation, and even with an increased temperature in the engine compartment and maximum loads.

Such a box is very bad when tuning motors, because with a standard limit of 250 Nm, there is software for it and even clutch whales designed for a moment one and a half times greater. In this case, the mechanics simply "burn".

Motors

Gasoline 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 VR 6 3.6 liters, the rest are equipped with turbines with all the ensuing difficulties. Immediately I will grieve that all the proposed motors are faulty in terms of the mechanical part. But the scope for tuning is simply amazing. If you read my article, then it uses just a motor from the EA888 series as an example, as 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. But there are serious problems with reliability even with normal operation.

In the photo: Under the hood Volkswagen Passat TSI Variant (B7) "2010-14

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

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

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

In the photo: Volkswagen Passat TSI (B7) "2010-14

Turbine 1.8 TSI (K03)

price for original

112 938 rubles

The 1.8 engines are mainly the CDAA series, and the two-liter ones are the CCZB. First of all, you should pay attention to the tendency to oily 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. He 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 cars up to 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 drain from the oil scraper ring and its weakness.

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

In the photo: Volkswagen Passat TSI Variant (B7) "2010-14

Another nuisance that each owner has to 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. Moreover, pump circuit breaks also occur, especially during winter starts. The pump itself rarely fails, but in any case, the result is fatal for the engine.

The cherry on top of the cake is the design 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 cost of the unit is quite high, and the motor is very sensitive to coolant leaks and overheating.

Pump with thermostat 1.8 / 2.0 TSI

price for original

13 947 rubles

With all this, the motors of this series have a large margin of safety for 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 primarily 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 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 well, the pressurization system has a vulnerability 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 also the most common. Less common is the 160 hp dual-supercharged engine option. pp., series CTHD / CKMA. Compressed gas-optimized versions of this 150 hp CDGA series are very rare. With.

In the photo: Volkswagen Passat (B7) "2010-14

Oddly enough, the "gas" engine is the best option. It has a hardened piston group, which is almost not prone to coking, a more durable cylinder head material and a nominal lower operating temperature. Twin-supercharged engines have a very complex intake system, with a compressor and a turbine, and therefore a high cost of service after the expiration of the warranty.

Timing chain 1.8 / 2.0 20V

price for original

4 993 rubles

In Europe they were in demand for their combination of high power and outstanding economy. 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 is a serious achievement for a car of such mass with a gasoline engine.

Timing chain problems 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 a jump. If the motor is older, check if the front cover of the engine has been replaced - on the new design, the chain jump projections are of a more aggressive configuration.

You also need to monitor the cleanliness of the water-oil heat exchanger (its block is inserted into the intake manifold and is contaminated with crankcase gases), the serviceability of its cooling pump, and the cleanliness of the intercooler radiator section. And even with the complete serviceability of the systems, it is recommended to carefully monitor the operating temperature of the engine and the quality of gasoline. "Annealing" after a traffic jam can lead to burnout of the piston, as well as summer "races" on the highway at speeds close to maximum speed.

In the photo: Volkswagen Passat Alltrack (B7) "2012-14

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

Motor in the 122 hp version. With. rather weak for this machine, but with 150-160 hp firmware. 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 the larger engines, and the reduced fuel consumption and maintenance costs are unlikely to compensate for this disadvantage.

Petrol VR 6

The top-end 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 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, not possible on the machine. Coking of valves, a tendency to coking of the piston group are also noted. A dense layout, a complex intake, an extremely complex design of the cylinder head also do not help to reduce the cost of operation. Despite the lack of supercharging, it is hardly any simpler than the 1.8 TSI.

Diesel

Injection pump 1,8 TSI

price for original

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 version with unit injectors is considered to be unambiguously resourceful and reliable, and the disadvantages associated with high wear of the camshafts and the drop in oil pressure in the cylinder head are known and can be solved. But the new engines with electronic injection with the same power are much more responsive, have lower consumption and fewer expensive parts.

Of course, due to rare complaints, one gets 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 such units as EGR and particulate filter, when operating through traffic jams, increase the number of failures and reduce the resource.

In the photo: Under the hood Volkswagen Passat "2010–15

Should I take it?

For such a new car, the Passat B 7 has a lot of problems. Failures of motors and boxes with runs up to 150 thousand and expensive repairs at the same time look especially unpleasant. But other than that, it's not so bad. The body is imperfect, but most cars hold up well so far. The salon has become noticeably better than that of its predecessor. Electrical is a little more complicated than that of most cars, but it also gives a lot of opportunities, raising the comfort of use at times. In addition, most of the repairs are carried out under warranty or as part of the manufacturer's post-warranty service, so the owners do not bear the full brunt of the costs.

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

It is the last series of machines that are less likely to have problems - just in time for the sunset, the PQ 46 platform was corrected and all the problems that had been dragging on a pair of PQ 35 / PQ 46 platforms since their appearance. Both motors and gearboxes have become much more reliable, getting rid of childhood illnesses. More specifically, I would recommend a car with 1.8 on "mechanics" or 2.0 with a well-maintained DSG 6. Do not count on a carefree future - the car will sooner or later ask for investments, but it is quite possible that by that time it will not be in your hands.

In the photo: Volkswagen Passat (B7) "2013-14
Test drive April 17, 2013 City of gold

How to spend the weekend with the whole family - on the couch or on an educational trip? We are for the second option! You can go, for example, to Bronnitsy - you don't even need to prepare for a long journey. We went there, loaded into the Volkswagen Passat Variant.

3 0

Test drive April 05, 2012 Esthete (Passat SS (2012))

The updated Passat CC still stands out in the Volkswagen lineup. The claims of the image "four-door" for premium quality have become more grounded, but at the same time more family traits have appeared in it.

9 0

Return to the classics (Passat Variant 1.8) Test Drive

The new generation Volkswagen Passat Variant does not break ties with the pre-reform station wagon, but the transformation and progress in a number of areas are impressive.

Used cars (Toyota Avensis, Mazda 6, Volkswagen Passat) Secondary market

The heroes of our today's review will be Toyota Avensis, Mazda 6 and Volkswagen Passat B6. These are not just excellent cars, but the real bestsellers of the Russian market in their class, they took first places in sales in 2008. The cars are very different, each with its own bouquet of advantages and individual nuances, which, in general, are not disadvantages.

The representative of the automotive business class Volkswagen Passat B7 debuted on the Russian market in May 2011. Do our readers know that Passat is the most recognizable and popular Volkswagen AG car in Russia? Yes, and this is a fact, the Passat over the years of production (the 1st generation of the model debuted back in 1973) has earned a reputation as a super reliable car. The first six generations of the model were sold around the world with a circulation of more than 15 million copies. Take a look around, on the streets of cities and roads of our country there are a lot of 3rd and 4th generation Tradewinds, and these cars are twenty or more years old. Will the new generation of the model succeed in surpassing the Volkswagen Passat B5 in popularity and reliability? In our review, we will try to find out whether the Volkswagen Passat B7 model 2012-2013 was able to inherit the reliability and charisma of its ancestors.

Let's together evaluate the appearance and interior of the car, consider the body options (sedan and station wagon Passat Variant), deal with the technical characteristics (suspension, engine, gearbox), look at the choice of colors, tires and rims. Let's arrange a small test drive, get acquainted with the prices and trim levels of the Volkswagen Passat B7 for 2013. We will devote a separate review to the off-road version of the Volkswagen Passat Alltrack. Traditionally, reviews of owners and their analysis, photo and video materials will help us.

Let's immediately dwell on two types of body of the participant in our review and overall dimensions.
The 7th generation Passat is available with a four-door sedan and a five-door station wagon. External dimensions sedan (station wagon) are: 4769 mm (4771 mm) in length, 1820 mm (with mirrors 2062 mm) in width, 1472 mm (1516 mm) in height, 2712 mm wheelbase, ground clearance ( clearance) for Russian versions of cars increased to 165 mm.
The appearance of the Volkswagen Passat B 7 2012-2013 in German is strict and laconic. The front part of the car with large headlights, between them there is a narrow slot of the radiator grill with four chrome jumpers. A neat front bumper with an additional air duct and a characteristic aerodynamic lip along the lower edge, fog lights rectangles. The sloping bonnet is written with two side ribs that form small ledges that turn into the sculptures of the wheel arches. When viewed from the side, we enjoy the correctness and calmness of the lines with soft transitions of smooth stampings. It is difficult to say which of the bodies in profile looks more harmonious - a sedan or a station wagon, here the preferences of the potential owner will be a priority. In our opinion, both performances look complete and laconic.
The rear of the sedan has large horizontal lighting elements, a neat bumper and a compact trunk lid. Volkswagen Passat B7 station wagon traditionally with a large fifth door, the lower edge deeply entering the profile of the bumper, and slightly smaller lampshades than the sedan.
The design of the 7th Passat has absorbed the elements of the exterior of the previous generations of the model, but with an eye to the current trends in world automotive fashion. An important fact for motorists in Russia is the corrosion-resistant body of the "German", made of 74% high-quality steel with double-sided zinc coating, anti-gravel protection of the bottom and boxes, protection of the engine compartment.

When ordering a car, you can choose the option you like colors enamels from a large palette of offered options: basic Candy (white) and Urano (Gray), optional Tornado (red), Iron (gray), Light-Brown (light brown), Night Blue (blue), Reflex (silver), Island (metallic gray), Deep (black pearl), Black Oak (dark brown).

Volkswagen Passat B 7 in the initial configuration of the Trendline is equipped with tires 205/55 R16 on steel disks Size 16, for the Comfortline version there are 215/55 R16 tires and 16 radius alloy wheels, and the rich Highline equipment is equipped with advanced self-sealing 235/45 R17 tires on R17 light alloy wheels. You can install larger wheels 215/45 R18 and 225/40 R18, and the choice of wheels is simply huge.

The interior of the Passat B 7 looks expensive regardless of whether you are in the base Trendline with fabric upholstery (mechanical adjustment, heating, lift) or sitting in a ventilated and electric leather seat in the packaged version of the Highline. Seats in the first row are simple and flat in appearance, have dense padding, correct anatomical profile and adequate lateral support. They are also very comfortable and convenient on a long trip. Comfortable and pleasant to the touch, the steering wheel is adjustable in depth and height, the instrument panel with large radii of the speedometer and tachometer, between them is a multifunctional screen. The dashboard and center console are conservative, in the expensive versions there are solid wood inserts on the dashboard and, for all versions, the analog clock on the top of the console. The ergonomics of the controls, the informativeness of the instruments, the quality of materials and the level of assembly of the cabin are a role model.
There is enough space in the second row for three adult passengers, but with a reservation. Sitting in the center will be hampered by a high transmission tunnel and ventilation deflectors, which protrude strongly into the rear of the cabin. But two places are offered with a margin in all directions. The trunk of the sedan in the stowed state holds 565 liters, folding the separate backs of the rear seats will get a flat floor and will almost double the capacity. The trunk of the station wagon Volkswagen Passat b7 Option holds from 603 liters with five passengers on board to 1731 liters with the second row seats folded.

As we said above, the Volkswagen Passat B 7 sedan and Passat Variant B7 station wagon are offered in three complete sets: the discreet Trendline, the harmonious Comfortline and the sophisticated Highline. The Slavic mentality forces you to buy only the most luxurious and expensive, therefore Russian car owners, when choosing their Passat, prefer "packaged" versions of the car. The usual attributes of a modern car will be available: climate control, full power accessories (mirrors, heated front seats, power windows), electric handbrake, heated windshield, alarm and central locking. The bulk of the comfort, entertainment and electronic assistants are still offered as options: leather upholstery, an advanced multimedia system with a color screen (navigator, CD MP3 AUX USB 8 speakers), heated rear seats, cruise control, LED taillights, Park system Pilot with a rear-view camera, a system capable of recognizing driver fatigue, bi-xenon headlights, opening the trunk with a swing of the foot under the bumper, and other pleasant little things.

Specifications Volkswagen Passat B7 2012-2013: in Russia, the new Passat 7-generation is offered with four gasoline engines, plus one turbodiesel (on the Passat 7, the turbine is present in all engines).
Petrol

• 1.4 liter TSI (122 hp) is paired with a 6-speed manual transmission (or automatic 7 automatic transmission DSG), will accelerate to 100 km / h in 10.6 seconds, top speed 200 km / h, fuel consumption in mixed mode 6.3 liters. In the city, fuel consumption is 8 liters.
• The petrol 1.8-liter TSI (152 hp) with 6 manual transmissions (7 automatic transmissions DSG) is capable of accelerating the car to 100 km / h in 10.3 seconds and gaining 214 km / h of maximum speed. Fuel consumption will range from 5.4 liters on the highway to 9.7-10 liters in the city.
• Gasoline 2.0 liter TSI (210 hp) with 6 automatic transmission DSG shoots up to the first hundred in 7.7 seconds, acceleration will end at a maximum speed of 233 km / h. The appetite of the motor on the highway will be 6.1 liters, and in the city crowd 10.9-11.5 liters.

• 2.0 liter TDI BlueMotion (170 hp) with 6 DSG automatic transmissions, the diesel engine has an enviable temperament up to 100 km / h in 8.8 seconds, the maximum achievable speed is 220 km / h. Thanks to the start-stop systems and braking energy recovery, the diesel engine will delight you with a modest consumption, 5.5 liters in the combined cycle, and about 6.5 liters in the city.

Feedback from the owners of the Volkswagen Passat B7 confirms the moderate appetite for the new Volkswagen TSI and TDI BlueMotion engines. We will immediately warn potential buyers that motors are prone to increased oil burnout - up to 0.5 per 1000 km. Problems with the DSG gearbox are also frequent - rapid wear of the clutch discs, and malfunctions associated with shock absorbers, they can start knocking for 30 thousand kilometers, over time, plastic creaks in the cabin. In our opinion, the car did not get worse with the change of generations, just the high cost of the car, multiplied by the more demanding attitude of motorists to quality and maintenance, ultimately results in overestimated expectations of the owners. The slightest knock in the suspension or a creak in the cabin is perceived, as they say - "with hostility."
Suspension is fully independent, MacPherson strut front, four-link rear, aluminum levers and subframes. Electromechanical power steering is able to change characteristics depending on the speed, disc brakes with ABS, ESP, EDS, ASR, MSR. As an option, you can order (XDS) an electronic cross-axle differential lock (standard equipment for the Highline version), but, alas, not available with the youngest 1.4-liter engine.

Test Drive Volkswagen Passat B7 2012-2013: driving the 7th version is a real pleasure, the suspension is set on the border of comfort and handling. On the one hand, the chassis and steering control make it possible not to notice even large holes, and on the other hand, to take turns with filigree precision. A real pleasure is the operation of a car on a highway with a high-quality road surface, it is like a long-range express ready to “devour” hundreds of kilometers of the highway.

How much is: The price of the 2013 Volkswagen Passat B7 sedan in Russia for sale in car dealerships starts at 932,000 rubles. You can buy a new Passat Variant B7 2013 at a price of 1,004.00 rubles.
Since the Volkswagen Passat 7-version is a high-tech car, it is better to entrust issues such as buying, diagnostics, tuning and repairs to an authorized dealer who will provide further service for the car. It is cheaper and easier to buy covers, rugs and other accessories for the Passat B7, as well as spare parts for repair and tuning, either in specialized retail outlets or in online stores.

Photo gallery:

25.06.2017

Volkswagen passat) - the seventh generation of the legendary sedan produced by the Volkswagen concern. This car has an impressive history that goes back over 40 years. More recently, the eighth generation of this model debuted on the market, thanks to which the previous generation has become significantly cheaper and became available 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 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 the Audi 80 (in 1964, the rights to the Audi brand were bought by Volkswagen). Initially, the car was produced in three modifications - 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 a 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 external body panels and a modified interior design. Starting with this generation, a sedan version has become available to buyers.

The production of the fifth generation started in 1996. The novelty was radically different from its predecessors, as it was developed using the platform and Audi A4 units. The sixth generation of the car appeared in showrooms in 2005. Unlike the previous version, this generation was engineered on the platform. In 2008, on the basis of this model, the Passat SS coupe sedan was created. The new Volkswagen Passat B7, was introduced in 2010, and in fact is a deep restyling of the model with the B6 index. Externally, the novelty has changed almost completely, but the interior has remained the same, the only thing that distinguishes the seventh generation from the sixth inside 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 disadvantages Volkswagen Passat B7 with mileage

Like most modern cars, the body paintwork of the Volkswagen Passat B7 is not of the best quality, as a result of scratches and chips on cars over three years old. 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 (in the area of ​​the license plate). In most cases, rust spots (bugs) appear in these places - rarely when a car in its "native" paint has rusty spots the size of a coin. An exception can be hit by cars recovered after an accident.

Engines

For buyers of the Volkswagen Passat B7, a huge selection of power units is available: 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).

Gasoline

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

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

The 1.4 engine, unlike more powerful power units, does not have serious problems with increased oil consumption, but after 30,000 km of run it can surprise you in the form of a failed pump with an electromagnetic clutch. If the problem is not eliminated in time, this can lead to burnout of the pistons. Replacing the pump on the 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 skewing of the chain). Timing service lines, with proper operation, do not exceed 150,000 km.

Also, the disadvantages of this engine include poor tightness of the intake system, rapid contamination and leaks of the radiators of the cooling system. The resource of the motor 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 run. If you refuel a car with 92 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.

The naturally aspirated 3.6 engine turns this car into a rocket, but for such dynamics you have to pay for an obscenely 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 also adds troubles. Also, servicemen note a tendency to coke valves and piston group. It is worth noting the complexity of maintenance and repair, high operating costs and a considerable transport tax.

Diesel Volkswagen Passat B7

Diesel engines are generally reliable, but, as you know, buying cars with a diesel engine in the CIS is always a lottery, since most of them are brought to us from Europe with high mileage. Among the shortcomings of diesel power units, it is possible to note the exactingness of the fuel system to the quality of the fuel, and since there are problems with this in the CIS, often the owners are faced with the need to change the nozzles (every 80-120 thousand km), the injection pump and the 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, problems with the PDF filter appear closer to 100,000 km. 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, replacement of the dual-mass flywheel is required.

Transmission

The Volkswagen Passat B7 was equipped with three types of gearboxes - six-speed mechanics and automatic transmission, as well as a DSG robotic transmission. The least trouble is a mechanic, in which even a clutch kit, with careful operation, serves up to 200,000 km. There are no special complaints about the automatic transmission, however, due to the complex design of the box, there is a risk of being faced with expensive 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 capable of delivering a range 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). 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.

The reliability of the chassis Volkswagen Passat B7

An independent suspension is used on the Volkswagen Passat B7: in front - MacPherson strut, rear - multi-link. The chassis is generally reliable, but with the arrival of cold weather, it is filled with various sounds when crossing tram tracks or driving on uneven roads. The cause of extraneous sounds is mainly the struts and stabilizer bushings (their resource rarely exceeds 10,000 km). Also, the lines of the silent blocks service 40-60 thousand km are not happy. With an aggressive driving style, after 50,000 km, wheel bearings can buzz, reducing the chances of survival of this unit with large-diameter discs. The supports of the front struts live a little longer up to 70,000 km, and shock absorbers rarely take care of 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 an amplifier are due to oxidation of the power contacts. Also, problems can arise in the mechanical part of the unit. Rail, as a rule, does not cause trouble 120-150 thousand km. The braking system is reliable and does not cause much trouble for long enough.

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 devoid of signs of wear. Also, it is worth noting that over the years, crickets settle in the salon. Most often, extraneous sounds come from the instrument panel, center console, rear shelf and brake light. As for the electrics, in general it is reliable, problems that are often repeated have not been identified. The car is equipped with a large number of different electronic systems, for the operation of which the control units are responsible - it is they who can eventually begin to make a "head". In most cases, to fix a particular problem, it is enough to reflash the corresponding unit, but this requires spending time and money, therefore, before buying a used car, be sure to check the electronics for errors.

Outcome:

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

Best regards, editors AutoAvenu

Four-wheel drive, "mechanics" and so on

If you do not take into account the features of the "automatic", then the transmission is more than reliable. Small difficulties are associated only with the anthers of the front CV joints, there are often cases when they flowed with runs up to 50 thousand due to weakened or flew off clamps. It is recommended to check this unit, and if a non-factory clamp is installed, then a thorough revision of the state of the CV joint itself is necessary.

Four-wheel drive cars with Haldex clutch in the rear wheel drive are excellent. The clutch itself of the latest generation 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 of maintenance, will travel 120-180 thousand kilometers, with mileage above 200, the node usually requires repair.

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

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

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

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

DSG7 robots

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

In the photo: Volkswagen Passat (B7) "2010-14

Occasionally there are cars with automatic transmission "swap", since the manufacturer has provided everything for this - literally "take and put", for example, with Passat CC or Skoda Octavia, where such a configuration was one of the most common. Not a bad box, but on the Passat with a standard cooling system, it regularly overheats and does not last so long. Even after 100-120 thousand kilometers, twitching is possible due to contamination of the valve body, dirty oil and intense wear of the blocking linings of the gas turbine engine, and overheating also 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 relatively inexpensive to repair.

Normally, cars with engines up to 1.8 TSI, inclusive, relied on a seven-speed "dry" DSG transmission with the general name DQ 200. VW made an attempt to make an inexpensive, fast and economical automatic transmission for their cars. Here are just all users of cars with these boxes until 2013-2014 were beta testers. After 2014, a set of modifications to the box finally covered the main weaknesses, and the reliability of its operation increased to quite acceptable for automatic transmissions of the latest generations. Now the box began to drive stably until the normal wear of the clutch kit for 120-160 thousand city mileage, without bothering with breakdowns.

Unfortunately, there were more than enough difficulties on cars until 2013. The short life of the clutch kit is just the tip of the iceberg. The company constantly improved the software of the box to save the resource 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 difficult. After the first repair, the problems multiplied - if the technology was violated, the mechanical part of the box suffered, and the set of clutches itself did not last 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 case for the DQ 200 box turned out to be a very weak differential, not designed for a moment of 250 Nm from the engine and a large gear ratio of the first automatic transmission stages. During intensive starts, the axis of the satellites was literally welded to one of them or simply left the body. Of course, in any case, the box body 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. Its price tag is high enough to draw attention to its wear and tear.

Breakdowns of the mechanical part are also not uncommon, until 2013 this happened often, especially the cars operating in Moscow traffic jams were unlucky. Wear of gear shift forks, clutch release forks, rod seats led to shock engagement of gears or complete failure of the box. Shafts and bearings with this kind of malfunction also broke, but sometimes the bearings of the shafts 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, which makes it dependent on the temperature in the engine compartment and the electric drive of the pump. Previously, valve bodies were not repaired, only complete replacement was practiced, but at the moment this problem has been resolved.

If you nevertheless decided to buy a car with DSG 7, and the box went into an "accident", then even an independent repair is possible. 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 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 state of which much depends) and clean or replace a set of solenoids. If the board is damaged (for example, part of the wiring has burned out or contact between the electronics board and the main wiring board is lost), then very few people do such repairs, but it is also possible.

Gearboxes from the turn of 2013 and 2014 have an order of magnitude fewer failures, especially in terms of mechatronics and mechanics, and optimized algorithms save the clutches. 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.

DSG 6 robots

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

The box is designed for a noticeably higher torque and will actively "swap" instead of the DQ 200 during tuning. The main advantage of this box is the greater age of the structure, which means the best balance in the reliability of all its components.

Radiator

price for original

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 the installation of 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 allows 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 frequent changing the gearbox 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 strong contamination of the oil during operation, the abrasive literally gnaws out pieces of the aluminum plate. Garbage and shavings are a common problem with such boxes. It is recommended to change the filter frequently; it can be trivial to break if it is heavily soiled. It is also worth installing an external radiator (for example, from the American Passat CC it rises like a native one) and a filter.

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

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

Both DSG "robots" provide very high performance characteristics of 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 at once, many cars cost only the replacement of the software of the blocks and one replacement of the clutch for runs up to 200 thousand kilometers, but the chances of serious expenses with such an automatic transmission are very high. Especially during plug operation, and even with an increased temperature in the engine compartment and maximum loads.

Such a box is very bad when tuning motors, because with a standard limit of 250 Nm, there is software for it and even clutch whales designed for a moment one and a half times greater. In this case, the mechanics simply "burn".

Motors

Gasoline 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 VR 6 3.6 liters, the rest are equipped with turbines with all the ensuing difficulties. Immediately I will grieve that all the proposed motors are faulty in terms of the mechanical part. But the scope for tuning is simply amazing. If you read my article, then it uses just a motor from the EA888 series as an example, as 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. But there are serious problems with reliability even with normal operation.

In the photo: Under the hood Volkswagen Passat TSI Variant (B7) "2010-14

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

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

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

In the photo: Volkswagen Passat TSI (B7) "2010-14

Turbine 1.8 TSI (K03)

price for original

112 938 rubles

The 1.8 engines are mainly the CDAA series, and the two-liter ones are the CCZB. First of all, you should pay attention to the tendency to oily 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. He 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 cars up to 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 drain from the oil scraper ring and its weakness.

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

In the photo: Volkswagen Passat TSI Variant (B7) "2010-14

Another nuisance that each owner has to 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. Moreover, pump circuit breaks also occur, especially during winter starts. The pump itself rarely fails, but in any case, the result is fatal for the engine.

The cherry on top of the cake is the design 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 cost of the unit is quite high, and the motor is very sensitive to coolant leaks and overheating.

Pump with thermostat 1.8 / 2.0 TSI

price for original

13 947 rubles

With all this, the motors of this series have a large margin of safety for 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 primarily 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 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 well, the pressurization system has a vulnerability 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 also the most common. Less common is the 160 hp dual-supercharged engine option. pp., series CTHD / CKMA. Compressed gas-optimized versions of this 150 hp CDGA series are very rare. With.

In the photo: Volkswagen Passat (B7) "2010-14

Oddly enough, the "gas" engine is the best option. It has a hardened piston group, which is almost not prone to coking, a more durable cylinder head material and a nominal lower operating temperature. Twin-supercharged engines have a very complex intake system, with a compressor and a turbine, and therefore a high cost of service after the expiration of the warranty.

Timing chain 1.8 / 2.0 20V

price for original

4 993 rubles

In Europe they were in demand for their combination of high power and outstanding economy. 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 is a serious achievement for a car of such mass with a gasoline engine.

Timing chain problems 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 a jump. If the motor is older, check if the front cover of the engine has been replaced - on the new design, the chain jump projections are of a more aggressive configuration.

You also need to monitor the cleanliness of the water-oil heat exchanger (its block is inserted into the intake manifold and is contaminated with crankcase gases), the serviceability of its cooling pump, and the cleanliness of the intercooler radiator section. And even with the complete serviceability of the systems, it is recommended to carefully monitor the operating temperature of the engine and the quality of gasoline. "Annealing" after a traffic jam can lead to burnout of the piston, as well as summer "races" on the highway at speeds close to maximum speed.

In the photo: Volkswagen Passat Alltrack (B7) "2012-14

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

Motor in the 122 hp version. With. rather weak for this machine, but with 150-160 hp firmware. 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 the larger engines, and the reduced fuel consumption and maintenance costs are unlikely to compensate for this disadvantage.

Petrol VR 6

The top-end 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 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, not possible on the machine. Coking of valves, a tendency to coking of the piston group are also noted. A dense layout, a complex intake, an extremely complex design of the cylinder head also do not help to reduce the cost of operation. Despite the lack of supercharging, it is hardly any simpler than the 1.8 TSI.

Diesel

Injection pump 1,8 TSI

price for original

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 version with unit injectors is considered to be unambiguously resourceful and reliable, and the disadvantages associated with high wear of the camshafts and the drop in oil pressure in the cylinder head are known and can be solved. But the new engines with electronic injection with the same power are much more responsive, have lower consumption and fewer expensive parts.

Of course, due to rare complaints, one gets 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 such units as EGR and particulate filter, when operating through traffic jams, increase the number of failures and reduce the resource.

In the photo: Under the hood Volkswagen Passat "2010–15

Should I take it?

For such a new car, the Passat B 7 has a lot of problems. Failures of motors and boxes with runs up to 150 thousand and expensive repairs at the same time look especially unpleasant. But other than that, it's not so bad. The body is imperfect, but most cars hold up well so far. The salon has become noticeably better than that of its predecessor. Electrical is a little more complicated than that of most cars, but it also gives a lot of opportunities, raising the comfort of use at times. In addition, most of the repairs are carried out under warranty or as part of the manufacturer's post-warranty service, so the owners do not bear the full brunt of the costs.

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

It is the last series of machines that are less likely to have problems - just in time for the sunset, the PQ 46 platform was corrected and all the problems that had been dragging on a pair of PQ 35 / PQ 46 platforms since their appearance. Both motors and gearboxes have become much more reliable, getting rid of childhood illnesses. More specifically, I would recommend a car with 1.8 on "mechanics" or 2.0 with a well-maintained DSG 6. Do not count on a carefree future - the car will sooner or later ask for investments, but it is quite possible that by that time it will not be in your hands.

In the photo: Volkswagen Passat (B7) "2013-14