Volkswagen Passat The B7 has all but shed the reputation for being unreliable that its sixth generation predecessor had earned. A number of technical innovations in the V6 caused outrage not only among the owners, but even among representatives of the official service. Today, the Passat B6 is part of a group of "elite" cars that help service providers and auto parts dealers make money.
With the advent of the Volkswagen Passat B7, some of the "puzzles" disappeared. It was the result of deep work on the bugs. For example, the parking brake. One of the technical innovations of the past B6 is a small parking brake button instead of the traditional lever between the seats. Already one of her place, to the left of the steering wheel, was not very successful. But this is a trifle against the background of regular malfunctions of the parking brake mechanism. The problem was both in the control program and in the design of the rear brake mechanism. In V7, the location of the button has changed. Now it is at hand - to the left of the gear selector. In addition, the control unit for the entire system was replaced, as well as the rear caliper mechanism itself.
Engines
From the very beginning, the 122-horsepower 1.4 TSI acted as the base unit. This is a simplified version that only uses turbocharging. Although this modification is considered more reliable than the option with a turbine and a mechanical compressor, it is not worthy of recommendations. This variation does not have the proper power reserve.
The stronger, turbocharged, mechanically supercharged Roots-type variant is much livelier, but also not worth the effort. And the point is not at all in the compressor, but in a pump with an electromagnetic clutch worth about 30,000 rubles. In practice, it often starts to flow, or loses performance. For comparison, a water cooling pump for a 122-horsepower version of the engine costs 10 times cheaper - only about 3,000 rubles.
Of particular concern are the problems with the timing chain, which are found en masse in small Volkswagen models with exactly the same engine (for example, in the Golf). In Passat with 1.4 TSI, there are cases of chain stretching and even jumping several links, but nothing is known about serious consequences.
As a rule, buyers' choice is focused on more powerful petrol versions of the Passat - 1.8 TSI and 2.0 TSI. Both units are representatives of the third generation of engines of the EA888 series. In technical terms, these are quite complex motors.
Unfortunately, they are not without drawbacks. Earlier copies are prone to high oil consumption - up to 1 liter per 1000 km. The reason is the design of the rings. The disease manifested itself after 50-100 thousand km. Since February 2012, the manufacturer began to install thicker rings, which required changes in the piston design. It was possible to almost completely get rid of the disease, although in some fresh copies the problem was still observed. To eliminate the oil burner, you will need from 50 to 150 thousand rubles - to replace the piston.
The EA888 timing chain drive often has a shorter service life than a belt drive. Until 2011, the replacement of the timing drive was sometimes required already at 60,000 km. In 2013, the B7 began to be equipped with a more reliable modified timing drive. A complete timing kit with a pump will cost about 17,000 rubles. The condition of the timing chain and the output of the tensioner rod can be checked through a special window. In the case of the 1.4 TSI, this can only be done by removing the timing cover.
For 1.8 TSI and 2.0 TSI engines, the manufacturer prescribes the replacement of spark plugs at least once every 100,000 km. It is better to reduce the interval to 50-60 thousand km. Due to contamination of the electrode, the likelihood of voltage surges increases. This leads to the failure of the ignition coil, which is located directly on the candle. The cost of one coil is about 2,000 rubles. Fortunately, the electronics recognizes which cylinder has the wrong combustion, and immediately turns off the corresponding nozzle. This prevents the destruction of the catalyst due to increased thermal load.
Many owners note the unstable operation of 1.8 TSI at idle. The disease is most often observed after 50,000 km of run. No "magic pill" found. Someone helps change the place of refueling, and someone - the replacement of injectors or ignition coils.
After 50-100 thousand km, the fuel pump control unit can also fail (from 2,000 rubles): the engine stalls and does not start.
In the arsenal of the model, they retained the old 6-cylinder 3.6 FSI, which develops 300 hp. With such an engine, the Volkswagen Passat turns into a “rocket”, which can only be kept on the road with the help of a mandatory system all-wheel drive 4motion. However, for the excellent dynamics, you have to pay with high maintenance costs and fuel consumption - in the region of 12-13 liters per 100 km.
VW Passat B7 was equipped with diesel engines. The smaller one had a volume of 1.6 liters, and the larger one - 2.0 liters. The latter existed in three versions. The CFFB variant offered 140 hp and the CFGB 170 hp. Later came the 177 hp CFGC. All of them differed in the injection system. The younger one used Siemens injectors, and the 2-liter used Bosch. The resource of piezoelectric injectors directly depends on the quality of the fuel. The cost of a Bosch injector is about 25,000 rubles. As for the 140-horsepower 2.0 TDI, the manufacturer has finally got rid of the annoying "kick" when boost pressure increases.
The 1.6 TDI and 2.0 TDI have the same exhaust gas recirculation system EGR (sometimes the German abbreviation AGR is used). It consists of a radiator and a pair of valves. The one that allows exhaust gases to enter the cooler is pneumatically controlled. The second, the main one, which sends exhaust gases to the intake, has an electric drive. Problems are only with the electric drive of the main damper. It wedges, which leads to failure of the stepper electric motor for controlling the damper. The cost of an exhaust gas recirculation solenoid valve is from 2000 rubles.
Both diesel engines comply with Euro 5 emission standards, which means they cannot do without a particulate filter. It is integral with catalytic converter. Ultimately, diesel Volkswagen motors Passat B7 bring fewer problems than the B6.
Unlike gasoline counterparts with a timing chain drive, diesel engines use toothed belt. Despite the claimed timing belt resource of 180,000 km, it should be changed at a range of 90-120 thousand km. For a complete set with a pomp, you will have to pay at least 15,000 rubles.
Gearboxes
Passat B7 was equipped with a 6-speed manual transmission and robotic DSG: 7 and 6-speed. DSG 6 was paired only with 2.0 TSI and 2.0 TDI engines. There are practically no claims to it.
The DSG7 was not without surprises. Complaints appeared after 40-100 thousand km. Most often, the clutch was changed: there were vibrations and jerks. If you pull with the replacement of the clutch, then the mechatronics could also fail (from 60,000 rubles). The replacement was carried out under the warranty, which was 5 years or 150,000 km.
The manufacturer upgraded the clutch at the end of 2013 and announced that as of January 1, 2014, the clutch warranty is only 2 years. In practice, after installing the upgraded clutch, there were really fewer calls to the service. For reference, the cost of a new clutch kit is about 33,000 rubles, and replacement work is 10-15 thousand rubles.
Chassis
During the transition from generation B6 to B7, the suspension has also undergone a certain modernization. It has become more durable. If earlier lower arms made of aluminum were used on the front axle, then in the new Volkswagen Passat they began to be made of steel. But more importantly, the design now provides for the replacement of silent blocks and a ball joint separately from the lever. The cost of the lever assembly is from 10,000 rubles. A repair kit of a ball joint, a bushing and a bracket with a silent block will cost about 3,000 rubles.
Weak point in the front suspension - rear silent block lower arm(after 50-100 thousand km). When it wears out, a knock or creak appears. It changes in assembly with a bracket - from 1,000 rubles.
In some cases, the front stabilizer bushings may also knock. roll stability. The manufacturer provides for replacement only complete with a stabilizer - from 10,000 rubles. Fortunately, bushings can be picked up from cars of other brands (in particular, from Opel Astra H) and replace after a series of simple manipulations.
On the rear axle used multi-link suspension which has also undergone some changes. In particular, the upper transverse arm was modified. Through his fault, in the B6, the axle geometry was often violated, which caused premature wear of the rear tires.
Wheel bearings (usually front ones) can hum after 100-150 thousand km. Shock absorbers serve more than 150-200 thousand km.
After 150,000 km there are problems with the steering rack. And in winter, sometimes the electromechanical power steering fails. The reason lies in the software. When contacting the official service, the malfunction, as a rule, got rid of the software update. Worst case, I had to change steering rack(under warranty).
Other problems and malfunctions
In winter, after visiting car washes, door locks often freeze through. In this case, the front doors stop closing (do not slam) until the car warms up. When trying to open rear doors, the lock cable may come off.
Conclusion
The reliability of the Volkswagen Passat B7, compared to its predecessor, has grown significantly. You will be pleased with the high level of comfort and excellent driving performance, finishing materials, perfect ergonomics and powerful engines. Only the technically complex and capricious 1.4 TSI with dual supercharging, the quality of some plastics in the cabin, high prices for used copies and dishonest sellers twisting the mileage are alarming.
Volkswagen Passat B7- the seventh generation of the Volkswagen Passat family. For the first time a car of this model was presented in 2010 at the Paris Motor Show. Body type - sedan, station wagon. Has petrol or diesel engine. Depending on the modification of the engine, it has a power of 150 to 200 hp.
Buy Volkswagen Passat B7- this is a great solution for the future car owner.
How to buy a Volkswagen Passat B7 profitably in the USA
is engaged in the purchase of cars in the United States and their delivery to Ukraine. Cars are sold at American car auctions and are pre-owned. This purchase option allows you to significantly save money, since used cars in the USA are about 40% cheaper than new ones in Ukraine. Most of the cars sold at auctions are good condition. Given these factors, it is naturally more profitable to buy a Volkswagen Passat B7 in the USA.
Buying a Volkswagen Passat B7 from America does not require complicated steps. To do this, you need to go to the American Auto website and select the appropriate one in the car catalog Volkswagen variant Passat B7 from the USA (there is also detailed description vehicle and photographs).
After you decide to buy a Volkswagen Passat B7 in the USA, a contract is concluded, bidding is carried out and payment for the purchase takes place. Next is the delivery of Volkswagen Passat B7 from America, which is carried out by sea through a port in the USA to the port of Odessa.
The company has its offices in the USA and Odessa, which allows you to control the purchase and transportation of the car. Delivery of Volkswagen Passat B7 from the USA to Odessa lasts about 45 days. The cost of delivery includes transportation to the US port from the location of the car, transportation by sea to Odessa, loading and unloading from the container.
Why is it better to buy a Volkswagen Passat B7 in America through American Auto?
In order to buy a car at an American auction, you must have a purchase license held by American Auto. Also, the company has extensive experience in purchasing and delivering cars to Ukraine (more than 1000 cars have been delivered).
Each car is checked and insured before shipment. Customs clearance takes place at the lowest price. The company has various discounts and promotions. Experienced specialists of the company will help you complete the necessary documents, resolve all suddenly arising issues, in order to make it easier for you to buy a Volkswagen Passat B7 in America.
Before the opening of the auto show in Detroit 2011, Volkswagen declassified information about the mid-size sedan New Midsize Sedan (NMS) for the North American market, which was named Passat.
Despite the fact that the model is named the same as the European one, there is nothing in common between them. The American Volkswagen Passat has a completely different design in the style of the model (again American), and also has a longer length, which is 4,869 mm, and wheelbase- 2 804 mm.
Inside, the American version of the Volkswagen Passat boasts spacious interior, and in terms of legroom rear passengers The novelty claims to be the leader in the class. The dashboard is designed in the style of an SUV, and the trim is available in three different options.
Already in the database, the American Passat is well equipped - it has cruise and climate control, power windows, an ambient temperature sensor with a warning about possible ice and Bluetooth. Options include power seats, leather upholstery, wood trim, GPS navigation and keyless entry.
Power units three are available for the novelty. The base for the Passat is a 2.5-liter five-cylinder petrol engine with 170 hp. (240 Nm), aggregated in tandem with a five-speed manual transmission. But for a surcharge, a six-speed automatic can also be installed.
For those who find this not enough, they will be able to opt for a 3.6-liter gasoline “six” that produces 280 hp. and peak torque of 349 Nm. Working in tandem with a 6-speed DSG transmission, Volkswagen promises an average extra-urban fuel consumption for this modification at 8.4 liters per 100 km.
Finally, the third of available engines- This is a 140-horsepower 2.0-liter TDI diesel engine that develops 320 Nm of maximum torque. According to the manufacturer, with such an engine, the American Passat consumes 5.6 liters of diesel fuel per hundred on the highway, which will make it possible to cover a distance of 1,287 kilometers on one tank.
Volkswagen production Passat for the North American market is established in Chattanooga (Tennessee).
Fall 2015 Volkswagen introduced updated version North American sedan Passat, although in Europe it has long been offered absolutely. But as before, these are two completely different cars.
The restyled Volkswagen Passat (2016-2017) for the USA received a retouched exterior. And although, at first glance, it may seem that there are not so many changes in the design of the exterior, in fact, almost all body panels have become different.
Fingers crossed: the car received a completely new lighting (the front can now be fully LED), restyled bumpers, a different grille, different fenders and hood, and there is also a version with the R-Line package, flaunting 19-inch wheels, as well as original bumpers and thresholds.
IN Volkswagen showroom Passat (2016-2017) the manufacturer reports on the improvement of finishing materials, plus there are new steering wheel, instrument panel and multimedia complex, which received a touch screen, as well as support for Apple CarPlay and Android Auto. A rear-view camera is standard equipment, and for a surcharge, heating of the rear sofa and a scattering of electronic assistants are offered.
The engines and technical stuffing of the sedan have not changed much. Sales of the updated VW Passat in the United States will start at the end of 2015 at a price of $22,440.
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 machines with a Haldex clutch in the drive rear wheels perform excellently. 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 will pass 120-180 thousand kilometers even if there is no maintenance, with runs above 200, the unit 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 the rear gearbox, and the clutch for literally tens of thousands of kilometers.
FROM mechanical boxes there are no special difficulties, 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 in practice turned out to be less strong than the six-speed preselective DQ 250 and, moreover, than the DQ 500, so for serious tuning in this case, the “mechanics” are not the best fit. 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 a Passat with a standard cooling system, 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 linings, 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 weak spots, and the reliability of its operation has increased to quite acceptable for automatic transmissions latest 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 of the box suffered, and the set of clutches 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 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, which makes it dependent on the temperature in engine compartment, and electric pump drive. 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 older age design, which means the best balance in the reliability of all its nodes.
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 "robot" DSG provide very high performance characteristics car, but the number expensive repairs due to their fault, 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 to replace 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.
In the photo: Under the hood of the Volkswagen Passat TSI Variant (B7) "2010–14 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 engine compartment even on a fresh car must pass 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.
In the photo: Volkswagen Passat TSI (B7) "2010–14 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 oil scraper ring and his weakness.
An additional factor contributing to losses is contamination of the crankcase ventilation system, leakage of gaskets and seals, a tendency to coking of intake valves, increased wear of intake valve guides and low life of their seals.
Pictured: Volkswagen Passat TSI Variant (B7) "2010–14 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. from. - 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. from.
Pictured: Volkswagen Passat (B7) "2010–14 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 a high cost of maintenance after the warranty expires.
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. big sedan with such an engine on the highway, it 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 water-oil 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 systems in full working order, it is recommended to carefully monitor the operating temperature of the engine and the quality of gasoline. "Burning off" after a plug can lead to piston burnout, just like summer "races" on the highway at speeds close to maximum speed.
Pictured: 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 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. from. rather weak for this machine, and with firmware for 150-160 liters. from. 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. from. The CFFB series with unit injectors is a relatively old design, the second CBAB engine is already with Common Rail injection.
The pump-injector option 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 are 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 exploitation diesel engine in Russia it is always a lottery. Too dependent on fuel quality, and components such as EGR and particulate filter, when operating in traffic jams, they increase the number of failures and reduce the resource.
In the photo: Under the hood of the Volkswagen Passat "2010–15 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.
Pictured: Volkswagen Passat (B7) "2013–14 
Modern Volkswagen models Passat is no longer the good old and hardy B3 / B4. With the advent of new generations, the course of design complication increased, which ultimately led to the era of non-repairable cars and SKD replacement. Our culprit of the article is also imperfect and suffers from failures in the electrical system, and the body could be stronger for corrosion. About everything in more detail.
Body
In the case of the American Tradewinds, these cars' resistance to corrosion is somewhat higher than that of European models. The metal is not sufficiently galvanized, and the paint layer is too thin, which leads to the occurrence of corrosion centers after 5-7 years.
Before buying a car, be sure to check for corrosion in the edges of the wings, on the bottom of the doors, above the gum windshield and along the roof drain. The consolation is that the metal of the car is of high quality, and the rust on it is only superficial and easily removed.
Despite the fact that in Ukraine the cost of used parts is relatively inexpensive, cars after an accident are often “dressed” in Chinese optics and bodywork. The nice thing is that after installing the Chinese counterpart, the gap between the parts will be about the factory one, and not two fingers. But you need to choose a car carefully. The fact is that the share of Passat B7 brought from the USA and Georgia is restored after an accident. Pay close attention to all the little things, for original body parts. Usually B7 is beaten in the front, rear or has a side impact. In general, there are quite a few offers for the Passat B7 on the American market, indeed, with good body. To keep the car in its original form on the roads of the CIS, do not neglect the gluing of the protective film, especially the headlights and bumper.
By the way, periodically lubricate the locks and the lock of the gas tank hatch. Pay attention to how the doors open from the inside: the extended cables will make themselves felt when the inner door handle has to be pulled well towards you.
In the cabin
Volkswagen Passat B7 has become head and shoulders above its predecessor in terms of comfort and quality of materials. Even seven-year-old options after dry cleaning look like new. After 60,000 miles, the steering wheel will be a little worn, and after another 30,000 miles, a slight sheen on the matte surface of the eco-leather seats. Small interior elements begin to lose their presentation by 100,000 miles (160 thousand km).
Regarding the interior: the controls are adjusted so that the driver would be distracted to a minimum by climate control and multimedia. The front seats have a wide range of settings. The finishing materials are pleasant to the touch.
Bottom line: surprises the quality of interior trim. The materials are wear-resistant, and retain the appearance of a new car for the first 160,000 km at least.
About electrical and electronics
In terms of electronics, there is a similarity with the B6 in terms of complexity. If the scanner does not “catch” a defect in the electrical part, expect trouble. Some sensors and servos are unjustifiably expensive, and they often fail. In terms of wiring performance, there are no questions, it is wear-resistant. The secret to the longevity of an electrical part of a car is service in dealer center or from VAG specialists. Regarding the engine compartment electronics - the first 150,00 miles you can not look there. The electric booster in the car pleasantly surprises with reliability.
Chassis
5 years later to brake system there are no questions: according to the regulations, consumables change. The pads are stock with wear sensors. In order to save money, you can buy pads and sensors separately. The suspension is almost identical to the brothers. Shock absorbers are electronically controlled with adjustable stiffness, but there are also conventional ones. The stabilizer links don't even last 20,000 miles, and the thrust bearings squeak about every 60,000 miles. Rear suspension, despite the complexity of the design, reliable. Operation of the car on an asphalt road allows you not to look into the rear “hodovka” for more than 60,000 miles. Further, to extend the comfortable ride, you will have to invest heavily in replacing silent blocks and levers.
About transmission
The American has two options here: DSG or the classic "automatic". The gearboxes have in common that it is equally necessary to monitor the condition of the anthers of the CV joints, since the standard collar often weakens. With the 1.8 TSI engine, a DSG DQ200 with a dry clutch was installed as standard. Versions before 2014 were experimental in terms of gearboxes, and after 2014 DSG was taken to a new level of reliability. Clutch lasts for 100,000 miles (post 2013 version). Any problems typical of the Passat B7 until 2013 were not identified during operation. Separately, I will mention the differential, which is not designed for 250 Ntons. Frequent fascination with slip starts and driving in sport mode will cause the axis of the satellites to collapse.
The classic "automatic" paired with a 2.5 inline six-cylinder engine, in my opinion, is the most rational solution. Over 4 years of bulk import american cars with a 2.5 engine, there have never been cases with broken automatic transmissions. Transmission loves original oil and complete replacement.
About engines
The USA version provides an opportunity to choose one of two units: turbocharged 1.8 TSI or naturally aspirated L6 2.5.
Turbocharged engine got rid of "sores" previous versions. It is economical and quite powerful. Again, I recommend paying attention to versions after 2013, since these cars began to install piston rings with normal holes that do not clog up to a mileage of 60,000 miles, which led to the replacement of the entire piston group.
Periodically, crankcase ventilation is required to be cleaned, as well as getting rid of oil streaks. The timing chain resource is unpredictable, and neglecting to replace it in one of the winter launches will make itself felt with a break.
The margin of safety of the motor is good by modern standards, if you do not neglect the timely correction of associated jambs during operation. "Atmospheric" has one drawback - high fuel consumption in the city (about 12-15 liters). The power of 170 “horses” is enough for the eyes, and confident traction from the very bottom is also felt.
Summing up
Volkswagen Passat B7 USA has become a real bestseller in the Ukrainian used car market. For $7000-11000 you get pretty reliable, powerful, stylish and comfortable car that won't pull money out of your pocket.
