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 condition of the CV joint itself is necessary.
All-wheel drive cars with Haldex clutch in the rear wheel drive are excellent. The clutch of the latest generation itself is still working reliably, it is recommended to change the oil in it at 40-50 thousand mileage, not earlier, the electrician does not fail, the pump, even in the absence 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.
WITH mechanical boxes there are no special difficulties, 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 dual-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 doesn't fit, but luckily tuning comes to the rescue - you can put on a custom Bryce flywheel and get what you want.
But the manual transmission itself, in practice, turned out to be less strong than the six-speed preselector DQ 250 and, moreover, than the DQ 500, so that for serious tuning in this case, the "mechanics" is not the best way. 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 advertisements for sale, then most likely the car is not exactly B7, but its American cousin, which has a very distant relationship to the European B7.
On the picture: 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. Already 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 improvements to the box finally covered the main weak spots, and the reliability of its operation has increased to quite acceptable for the latest generation automatic transmissions. 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 good chances 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 it is even possible DIY 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 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 drive pump of the valve body, the hydraulic accumulator, the system seals, the filter (on the state 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 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 noticeably more 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 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 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 a 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
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 attendant difficulties. I will immediately disappoint that in terms of the mechanical part, all the proposed motors are faulty. 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 tightness 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 will tell you 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.
Many engines have already gone through replacement for a mileage of 120-150 thousand kilometers. piston group or even replacing the unit, 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 to true mileage machines. 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 Horse power it provides very good dynamics, especially in combination with 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. 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 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 oil scraper ring and his 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 is the design of the pump and thermostat in a single unit with a plastic case. Plastic from the age of three is prone to warping and leaks. The price 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 solid 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 boost 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 vulnerable spot in the form of a liquid intercooler, and the timing chain drive has a very small resource and is prone to chain jumps.
The family includes four series of motors. The simplest 1.4 122 liters. with. - these are CAXA motors, they are also the most common. Less common is the 160 hp dual-supercharged engine option. pp., series CTHD / CKMA. Compressed gas optimized versions of this engine, the 150hp 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 compressor and turbine, and therefore high maintenance costs 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, then check if the front cover of the engine has changed - on the new design, the projections that prevent the chain from jumping, 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 version of 122 liters. 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 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 unambiguously resourceful and reliable, and the disadvantages associated with high wear of camshafts and a 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 components such 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 so new car 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 otherwise, it's not so bad. The body is imperfect, but most cars hold up well so far. The salon has become noticeably better than its predecessor. Electrics are a little more complicated than those of most cars, but they also give 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 significantly 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 
The next (eighth in a row) generation of "Passat" with the "B8" index first appeared before the public on July 3, 2014 - at the official presentation in the brand's design center in Potsdam, and the world premiere of the car took place a little later - at the Paris Motor Show in October of the same year ... But even before the show in the capital of France, it became available for order on the European market, but it only reached Russia in the second half of 2015.
The sedan looks solid and stocky, and the clue to this is the proportions, which have changed dramatically compared to its predecessor. However, in the appearance of the German bestseller, there are not so many spectacular design solutions that the eye could catch.
The front of the 8th generation Volkswagen Passat sedan features interestingly traced headlights with LED lines running lights and a halogen "filling" (optional - full LED), interconnected by chrome crossbars of the radiator grille. A relief bumper with aerodynamic elements and stylish foglights complements the picture.
The impressive silhouette of the eighth generation Volkswagen Passat is emphasized by a coupe-like roof, a long sloping hood, sharp strokes of stampings and "muscular" wheel arches with large discs inside. The rear of the car evokes associations with the more prestigious Phaeton thanks to the shape of the LED lights, the graphics of which depend on the equipment, and the powerful bumper with two integrated exhaust pipes in the form of trapeziums.
The Eighth Passat is still a European class D player, which is 4767 mm long, 1456 mm high and 1832 mm wide. It is surprising that for the first time, when the generation changed, the "German" became "more compact" than its predecessor (despite the fact that the inside of the car became noticeably more spacious). The sedan has a wheelbase of 2,791 mm, and the distance from the bottom to the road is 145 mm (for cars for Russia, this figure will be increased by 20 mm).
The interior of the "Be-eighth" looks interesting and expensive, even more so - in its appearance it resembles premium models. Well, its most memorable feature is the air duct line, which crosses the entire panel and its design echoes the radiator grill. The multifunctional steering wheel is sportingly truncated in the lower part, and the instrument cluster can be represented by “analog instruments” recessed in shallow “wells” or an interactive electronic panel “Active Info Display” with a 12.3-inch display. But in addition, the model's arsenal has been replenished with a multitude of high-tech "assistants" (for example, the "Area View" circular view system).
The center console looks stylish and modern, and the dial clock on its top has already become a kind of “family” element of the model. The display of the multimedia complex, depending on the version, can have a diagonal of 5, 6.5 or 8 inches, and the "microclimate" control unit with three washers and auxiliary buttons with the "Golf" sign of the seventh generation.
Finishing materials inside and elaboration of details - at the level of representatives of more prestigious classes. The interior of the car uses soft plastics, genuine leather, inserts made of real wood and aluminum. Front seats with widely spaced lateral bolsters have pleasant filling and wide adjustment ranges. The rear sofa is shaped for two people, but there will be enough space for a third, although too tall riders will prop up the sloping roof with their heads. An individual climatic unit is offered as an option for the "gallery".
The cargo compartment is the trump card of the "eighth" VW Passat. The trunk volume of the three-volume model is 586 liters, and it is supported by an ideal shape and high-quality finish. The back of the "gallery" is folded in unequal parts, due to which the capacity of the "hold" increases to 1152 liters. In the underground car there is not even a "dokatka", but the size of the niche is encouraging - a full-fledged spare wheel can also fit here.
Specifications. The "eighth Passat" is equipped with three gasoline units to choose from:
- The first is a turbocharged, direct-injection, four-cylinder 1.4-liter engine that is available in two boost levels. In the first case, it produces 125 horsepower at 5000-6000 rpm and 200 Nm of peak torque at 1400-4000 rpm, and in the second - 150 "horses" at the same number of revolutions and 250 Nm of thrust, supplied in the range of 1500 -3000 rpm.
A link with the engine is formed by a six-speed “mechanics” or a 7-speed “robot” DSG, which unleashes its full potential on the front wheels. As a result, a car with a "younger" version of the power unit is accelerated to the first hundred in 9.7-9.9 seconds and a top speed of 206-208 km / h, while fuel consumption is limited to 5.3-5.5 liters in mixed mode. The more productive version spends 8.4-8.6 seconds for acceleration to 100 km / h, its "maximum" is 218-220 km / h, and the appetite does not exceed 5-5.2 liters. - Second - TSI engine a volume of 1.8 liters, equipped with four "pots", a turbocharger, 16 valves, a direct "power supply" system and variable valve timing, the potential of which has 180 "horses" at 5100-6200 rpm and 320 Nm of torque at 1450-3500 rpm.
The transmissions are identical to those available for the 1.4-liter unit. Such a sedan “copes” with the first three-digit value on the speedometer in 7.7-7.9 seconds, accelerating peak to 232 km / h, and “drinks” 5.8-5.9 liters of gasoline in the “highway / city” mode. - The third is a 2.0-liter "four" TSI with dual turbocharging and direct injection, provided in two modifications: 220 "stallions" at 4500-6200 rpm and 350 Nm of maximum output at 1500-4400 rpm or 280 horsepower at 5600 -6500 rpm and 350 Nm at 1700-5600 rpm.
In both cases, the engine is combined with a 6-speed DSG, but in the "older" - also with an all-wheel drive transmission. With such a "heart" the car is most capable: acceleration to 100 km / h in 5.5-6.7 seconds, "maximum speed" at 246-250 km / h and "destruction" of no more than 6.2-7.1 liters of fuel in the combined cycle.
The "team" of diesel power plants offered for the three-volume is no less diverse:
- The simplest is a 1.6-liter TDI turbocharged, developing 120 "mares" at 3600-4000 rpm and 250 Nm of thrust at 1750-3500 rpm and equipped with the same transmissions as the gasoline "brothers". The result of this is the conquest of the first "hundred" in 10.8-11 seconds, the peak of possibilities is 204-206 km / h, the consumption of diesel fuel is at the level of 4.1-4.2 liters in the combined cycle.
- Next in the hierarchy is the 2.0-liter turbodiesel version, which, depending on the degree of "pumping", generates 150 forces at 3400-4000 rpm and 430 Nm of peak torque or 190 "horses" and 400 Nm at similar speeds. A 6-speed DSG is a pair with a motor in each version, and a manual gearbox with a less powerful one. Such Volkswagen Passat B8 goes to conquer the second hundred after 7.5-8.9 seconds and stops gaining speed at 216-230 km / h, "eating" an average of 4-5.1 liters of fuel.
- The "top" unit is a two-liter diesel with twin turbocharging, the output level of which is increased to 240 horsepower at 4000 rpm and 500 Nm, achieved in the range from 1750 to 2500 rpm. The torque is delivered to the wheels by means of a robotic DSG for seven gears and 4Motion technology with a 5th generation Haldex clutch, which in normal modes directs all traction to the front wheels, and if necessary, up to 100% can go to the rear axle (it is, however, also available for a 190 hp engine). Up to the first hundred, such a "Passat" literally "shoots" in 6.1 seconds, and its peak performance is limited to 240 km / h. The sedan needs only 5.3 liters of fuel for every 100 kilometers.
VW Passat B8 is built on the modular MQB architecture, the use of which allowed the car to lose up to 85 kilograms of weight at once. The front suspension on the three-volume is represented by MacPherson struts, the rear is a four-link structure with a steel subframe on front-wheel drive modifications and aluminum on all-wheel drive vehicles.
The steering mechanism has a built-in electric power steering with a progressive characteristic, and the brake system with discs "in a circle" is equipped with ABS, EBD and other electronic assistants. As an option, a sports chassis or an adaptive DCC suspension with electronically controlled shock absorbers is offered for the "Bae-eighth".
Options and prices. In Russia, the eighth "release" of the 2016-2017 Volkswagen Passat is offered only with petrol engines of 1.4 and 1.8 liters and a 150-horsepower diesel engine (and the last two are exclusively in tandem with the DSG "robot") in the Trendline, Comfortline trim levels and Highline. Prices for a car in the basic version start at 1,489,000 rubles, for the "intermediate" version you will need to pay at least 1,689,000 rubles, but for the "full stuffing" dealers ask from 1,829,000 rubles.
Especially for our country, the three-volume is equipped with a "suspension for bad roads" and a complete package of heating means, including electric heating: steering wheel (option), front seats, windshield and its washer nozzles, exterior mirrors.
- The "empty" sedan "Trendline" is equipped with: six airbags, 16-inch alloy wheels, ABS, ESP, EBD, air conditioning, tire pressure monitoring system, multifunction steering wheel, rain sensor, audio system with eight speakers, start / stop technology »And some other functions.
- The Comfortline equipment option is complemented by: front LED headlights, parking sensors, a comfortable engine start function, a 6.5-inch color LCD touch screen, USB and AUX-IN support for the audio system, a three-zone "climate", a fully folding backrest of the front passenger seat and front and rear parking sensors.
- Well, the maximum configuration "Highline" will pamper its owner: an interactive programmable dashboard with a 12.3-inch display, a multimedia system with an 8-inch touchscreen display and a proximity sensor, voice control, DVD support, 64 GB hard drive, the ability to connect an iPod / iPhone , keyless entry system, rear view camera, folding outside mirrors.
The Volkswagen Passat B7 has largely shaken off the unreliable reputation that the sixth-generation predecessor has earned. A number of technical innovations in the B6 caused outrage not only among the owners, but even among representatives of the official service. Today Passat B6 is included in the group of "elite" cars, helping to earn money for services and sellers of auto parts.
With the advent of the Volkswagen Passat B7, some of the "puzzles" disappeared. This was the result of deep error correction. For example, a 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 places, 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 B7, the location of the button has changed. It is now close at hand - to the left of the gear selector lever. In addition, the control unit for the entire system was replaced, as well as the rear support mechanism itself.
Engines
From the very beginning, the 122-horsepower 1.4 TSI acted as the base unit. This is a simplified version that uses only turbocharging. Although this modification is considered more reliable than the version with a turbine and a mechanical compressor, it is not worthy of recommendations. This variation does not have the proper power reserve.
The stronger version with a turbocharger and a mechanical supercharger like Roots is much more lively, but also not worth attention. And the point is not at all in the compressor, but in the pump with an electromagnetic clutch, which costs about 30,000 rubles. In practice, it often starts to leak or loses performance. For comparison, a water cooling pump for a 122-horsepower version of the engine costs 10 times less - only about 3,000 rubles.
A certain concern is caused by problems with the timing chain, which are massively found in small Volkswagen models with exactly the same engine (for example, in the Golf). In the Passat with 1.4 TSI, there are cases of chain stretching and even jumping several links, but nothing is known about the serious consequences.
As a rule, the choice of buyers is focused on the more powerful gasoline versions of the Passat - 1.8 TSI and 2.0 TSI. Both units are representatives of the third generation of the EA888 series engines. In technical terms, these are quite complex motors.
Unfortunately, they are not without their drawbacks. Earlier specimens are prone to high oil consumption - up to 1 liter per 1000 km. The reason is in 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 scraper, you will need from 50 to 150 thousand rubles - to replace the piston.
The EA888 timing chain drive often has a shorter life than a belt drive. Until 2011, replacing the timing drive was sometimes required at 60,000 km. In 2013, the B7 began to be equipped with a more reliable modified timing drive. A complete timing belt 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.
The manufacturer for 1.8 TSI and 2.0 TSI engines prescribes replacement of spark plugs at least once every 100,000 km. It is better to reduce the interval to 50-60 thousand km. Contamination of the electrode increases the likelihood of voltage surges. This leads to failure of the ignition coil, which is located directly on the spark plug. The cost of one coil is about 2,000 rubles. Fortunately, the electronics recognizes in which cylinder the combustion is incorrectly organized, and immediately switches off the corresponding injector. This prevents the destruction of the catalyst due to the increased heat load.
Many owners note the 1.8 TSI's unstable idle operation. The disease is most often observed after 50,000 km. No "magic pill" found. Someone is helped by changing the place of refueling, and someone - by replacing nozzles 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, the model retained the old 6-cylinder 3.6 FSI, developing 300 hp. With such an engine, the Volkswagen Passat turns into a "rocket", which can be kept on the road only with the help of a mandatory system all-wheel drive 4Motion. However, for 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 also equipped with diesel engines. The smaller one had a volume of 1.6 liters, and the larger one had 2.0 liters. The latter existed in three versions. The variant with the designation CFFB offered 140 hp, while the CFGB offered 170 hp. Later there was a CFGC with a capacity of 177 hp. They all differed in the injection system. The youngest 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 nozzle is about 25,000 rubles. As for the 140-horsepower 2.0 TDI, the manufacturer has finally got rid of the annoying "kick" when the boost pressure builds up.
1.6 TDI and 2.0 TDI have the same recirculation system exhaust gases EGR (German abbreviation AGR is sometimes found). It consists of a radiator and a pair of valves. The one that allows the exhaust gases to enter the cooler is pneumatically controlled. The second, the main one, which sends exhaust gases to the intake, is electrically driven. Problems are only with the electric drive of the main damper. It wedges, which leads to the failure of the stepper motor for controlling the damper. The cost of an exhaust gas recirculation solenoid valve is from 2,000 rubles.
Both diesel engines comply with Euro 5 emission standards, which means they cannot do without a particulate filter. It is integral with the catalytic converter. Ultimately, diesel Volkswagen motors The Passat B7 is less problematic than the B6.
Unlike gasoline counterparts with a timing chain drive, diesel engines use a toothed belt. Despite the declared resource of the timing belt of 180,000 km, it should be changed at a run of 90-120 thousand km. For a complete set with a pump, you will have to pay at least 15,000 rubles.
Transmissions
The Passat B7 was equipped with a 6-speed manual transmission and a robotic DSG: 7 and 6-speed. DSG 6 was paired only with 2.0 TSI and 2.0 TDI engines. There are practically no complaints about it.
DSG7 was not without surprises. Complaints appeared after 40-100 thousand km. Most often, the clutch was changed: vibrations and jerks occurred. If you pull to replace 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 redesigned the clutch at the end of 2013 and announced that from January 1, 2014, the clutch will only have a 2-year warranty. In practice, the number of calls to the service after the installation of the modernized clutch has really decreased. For reference, the cost of a new clutch kit is about 33,000 rubles, and replacement work is 10-15 thousand rubles.
Undercarriage
During the transition from generation B6 to B7, the suspension also underwent a certain modernization. It has become more durable. If earlier on the front axle lower arms were used made of aluminum, then in the new Volkswagen Passat they began to be made of steel. But much more importantly, the design now provides for the replacement of silent blocks and a ball joint separately from the lever. Lever assembly cost - from 10,000 rubles. A repair kit consisting of a ball joint, a bushing and a bracket with a silent block will cost about 3,000 rubles.
The weak point in the front suspension is the rear bushing of the lower arm (after 50-100 thousand km). When it wears out, there is a knock or squeak. It changes complete with a bracket - from 1,000 rubles.
In some cases, the front anti-roll bar bushings can also knock. The manufacturer provides for replacement only complete with a stabilizer - from 10,000 rubles. Fortunately, bushings are available from other brands of vehicles (in particular from Opel astra H) and replace after a series of simple manipulations.
The rear axle uses a multi-link suspension, which has also undergone some changes. In particular, the upper wishbone was modified. It was his fault that the axle geometry was often violated in the B6, which caused premature wear of the rear tires.
Hub bearings (usually front) 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 period sometimes the electromechanical power steering fails. The reason lies in the software. When contacting an official service, as a rule, they got rid of a malfunction by updating the software. In extreme cases, you had to change the 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 increased significantly. You will be delighted with the high level of comfort and excellent driving characteristics, materials of finishing, perfect ergonomics and powerful engines. Only the technically complex and capricious 1.4 TSI with double supercharging, the quality of some plastics in the cabin, high prices for second-hand copies and dishonest sellers twisting the mileage are alarming.
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. Most recently, the eighth generation of this model debuted on the market, thanks to which the previous generation fell significantly in price 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 future owners of Volkswagen Passat B7 with mileage will have to face, now let's try to find out.
A bit of history:
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 - a station wagon, a 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. Well, the third generation was built on absolutely 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 designed on the platform. In 2008, on the basis of this model, the Passat SS coupe sedan was created. 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 paintwork the bodies of the Volkswagen Passat B7 are 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 the 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 manufactured 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 malfunctioning combustion is taking place and switches off the corresponding fuel injector, it is possible to avoid more serious troubles (heat stress and destruction of the catalyst). Also, common disadvantages include: contamination of the crankcase ventilation system, leaks of gaskets and oil seals, coking of 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 motor include poor tightness. 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 a 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 it is indecent to pay for such dynamics. high consumption fuel 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, the high cost of operation and a considerable transport tax.
Diesel Volkswagen Passat B7
Diesel engines are generally reliable, but as you know, buying cars with diesel engine in the CIS, it is always a lottery, since most of them are brought to us from Europe with high mileage. Of the disadvantages of diesel power units, exactingness can be noted 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
Volkswagen Passat B7 was equipped with three types of gearboxes - six-speed mechanics and automatic transmission, as well as robotic DSG transmission... The least trouble is the mechanic, in which even the clutch kit, with careful operation, serves up to 200,000 km. There are no particular complaints about automatic transmission however, due to the complex design of the box, there is a risk of being faced with costly repairs. Most often, troubles occur on cars whose owners did not bother with timely maintenance (oil and filter changes). On a run of 100-120 thousand km, twitching may appear due to contamination of the valve body. With proper maintenance, the transmission is 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). Extend service lines can frequent replacement oils (every 30-35 thousand km).
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 moving tram tracks or driving on an uneven road. 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.
With regard to the reliability of the steering, here the electric power steering deserves special attention. 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. Brake system reliable and does not cause much trouble for a long time.
Salon
The quality of finishing materials, like most cars of this class, is at a high level, despite this, on cars with a mileage of more than 100,000 km, the interior is not 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 work 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 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
Eighth generation Volkswagen cars Passat 2020 model year has a "B8" index, and practically does not differ for the markets of the USA, Europe or China. It is a solid and stocky sedan.
The main difference between the sedan on the new platform and its predecessors (B7) is drastic change proportions and a set of high-tech "assistants" that simplify driving (for example, the "Area View" circular view unit). Depending on the configuration, the multimedia display can be installed with a diagonal of 5, 6 or 8 inches.
The basic configuration of the sedan is equipped with a gasoline engine (1.4 l, direct fuel injection, turbocharging, 125 or 150 hp). For Europe and the USA, models are available with gasoline (1.8 l and 2.0 l) and diesel (1.6 and 2.0 l) engines.
In conjunction with a gasoline engine, there can be a six-speed "mechanics" gearbox or a 7-speed DSG "robot". The maximum speed for models with a 1.4 liter engine (125 hp) is 208 km / h: it reaches the first hundred in 9.9 seconds.
Fuel consumption - 5.3-5.5 liters when driving in mixed mode. Engines with a large volume consume 5-5.2 liters (mixed mode), accelerate the car to 100 km / h in 8.6 s, and provide a maximum acceleration of up to 220 km / h.
The appearance of the new Passat B8 from Volkswagen has received not many new design solutions. Of interest are the headlights - a highlight of the exterior: their original drawing of the halogen "filling" of the running lights is framed by lines of LEDs (fully LED lights are optionally offered in a separate modification).
Connecting the headlights with a chrome grille and equipping the front with a raised bumper give the car a somewhat aggressive look, but aerodynamic bumper elements and stylish foglights “smooth out” this impression.
The exterior also has unusual elements - a coupe-like roof and sharp strokes of stamped elements of the bonnet.
The rear of the Volkswagen Passat b8 resembles the prestigious "Phaeton": the similarity is given by the shape of LED lights (their graphics directly depend on the corresponding equipment) and a powerful bumper with two trapezoidal exits exhaust system in the form of trapezoids.
The interior of the "eight" Volkswagen Passat 2019-2020 model year is interesting and expensive: unlike the previous generation, the model resembles the luxurious interiors of premium cars. First of all, attention is drawn to the line of air ducts of the interior heating system, which copies the radiator grill and crosses the entire panel.
The multifunctional steering wheel has a sporty design - it is truncated at the bottom, and instead of a combination of devices, the consumer can get an "analog toolbox" recessed in small "wells", or an interactive electronic panel with a display.
The interior of the salon contains genuine leather and soft plastic inserts, aluminum and natural wood.
