Secondary market: Volkswagen Passat B7 USA - American adventures in Ukraine. Used VW Passat B7: mythical and real problems with TSI engines and DSG boxes Volkswagen Passat B7 American 1.8 sport

Before the opening of the Detroit Auto Show in 2011, Volkswagen has declassified information about the New Midsize Sedan (NMS) midsize sedan for the North American market, which is 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 a wheelbase of 2 804 mm.

Inside, the American version of the Volkswagen Passat boasts a spacious interior, and legroom rear passengers the novelty claims to be the leader in the class. The dashboard is designed in SUV style and trim is available in three different options.

Already in the base, the American Passat is well equipped - it has cruise and climate control, power windows, an ambient temperature sensor with a warning of possible ice and Bluetooth. And among the options are power seats, leather upholstery, wood trim, GPS navigation and keyless entry.

Power units there are three available for the new item. The base for the Passat is a 2.5-liter five-cylinder petrol engine with 170 hp. (240 Nm), coupled with a five-speed manual transmission. But for a surcharge, a six-speed automatic can also be installed.

For those who find it not enough, they will be able to opt for a 3.6-liter petrol "six", giving out 280 hp. and a peak torque of 349 Nm. Working in tandem with a 6-speed DSG transmission, Volkswagen promises an average fuel consumption in the extra-urban cycle for this modification at 8.4 liters per 100 km.

Finally, the third available engine is a 140 PS 2.0-liter TDI diesel with 320 Nm of maximum torque. According to the manufacturer, with such an engine, the American Passat spends 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 Passat production for the North American market is established in Chattanooga (Tennessee).

In the fall of 2015 Volkswagen presented an updated version of the North American sedan Passat, although in Europe it has long been offered absolutely. But as before, these are two completely different cars.

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.

Bend your fingers: the car has received completely new lighting technology (the front can now be fully LED), redesigned bumpers, a different radiator grille, different fenders and a hood, and there is also a version with the R-Line package, sporting 19-inch wheels, as well as original bumpers and rapids.

Inside the Volkswagen Passat (2016-2017), the manufacturer reports on the improvement of finishing materials, plus a new steering wheel, a dashboard and a multimedia complex, which received a touch screen, as well as support for Apple CarPlay and Android Auto, have appeared. A rear-view camera is standard equipment, and a heated rear sofa and a scattering of electronic assistants are offered for an additional charge.

Engines and technical stuffing sedan did not undergo any special changes. Sales of the updated VW Passat in the States will start at the end of 2015 at a price of $ 22,440.

Four-wheel drive, "mechanics" and so on

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

All-wheel drive cars with Haldex clutch in the rear wheel drive are excellent. The clutch itself of the latest generation is still working reliably, it is recommended to change the oil in it at 40-50 thousand mileage, not earlier, the electrician does not fail, the pump even in the absence service will take place 120-180 thousand kilometers, with runs 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 transmission elements are at risk - you can "turn off" and cardan shaft, and rear gear, 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 two-mass flywheel does not serve much more, especially on diesel engines.

And if the motor is forced, then real difficulties begin. The clutch at a torque above 320 Nm wears out literally for 10-20 thousand, and then slippage begins. The VR 6 clutch 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, even more so, than the DQ 500, so the "mechanics" are not suitable for serious tuning in this case. With a torque of 450-470 Nm, standard manual transmissions do not last long. Well, there are no purely resource problems yet, except that the seals of the manual transmission axle shafts can leak at high mileage.

DSG7 robots

The most successful option that could be found on machines of the B 6 generation - the Aisin TF 60SN - was not officially installed on the B7. If you see it in 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.

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

Occasionally there are cars with automatic transmission "swap", since the manufacturer has provided everything for this - literally "take and put", for example, with Passat CC or Skoda Octavia, where such a configuration was one of the most common. Not a bad box, but on the Passat, with a standard cooling system, it regularly overheats and does not last so long. 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 work has increased to quite acceptable for automatic transmissions last generations... Now the box began to drive stably until the normal wear of the clutch kit for 120-160 thousand city mileage, without bothering with breakdowns.

Unfortunately, there were more than enough difficulties on cars until 2013. The short life of the clutch kit is just the tip of the iceberg. The company constantly improved the software of the box to save the resource while maintaining the dynamics of the car, so the first versions of the automatic transmission were noticeably "more cheerful" than the current ones.

Initially, the clutch resource often did not exceed 30 thousand kilometers, and the technology for replacing them turned out to be very difficult. After the first repair, the problems multiplied - if the technology was violated, the mechanical part of the box suffered, and the set of clutches itself did not last long. Now the services have become adept at carrying out this procedure, and even unofficial ones change clutches with 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 has no external cooling, which makes it dependent on the temperature in the engine compartment and the electric drive of the pump. Previously, valve bodies were not repaired, only complete replacement was practiced, but at the moment this problem has been resolved.

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

Further, it is quite simple to replace the 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.

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 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) 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

The engines of the Passat B 7 are also "the most advanced". He is supposed to have only one naturally aspirated engine, this is a VR 6 3.6 liters, the rest are equipped with turbines with all the attendant difficulties. I will immediately grieve that all the proposed motors are faulty in terms of the mechanical part. But the scope for tuning is simply amazing. If you read my article, then it uses just a motor from the EA888 series as an example, as on the Passat. 1.4 TSI engines are tuned noticeably worse, but the increase in power compared to the factory version can be up to 50%, which is very, very much. But there are serious problems with reliability even with normal operation.

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 consuming 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 the true mileage of the cars. Sometimes you can get this information when diagnosing with a scanner, according to the marks from various blocks, where the "run winders" were too lazy to climb, but the state of the engine will tell a lot to an attentive person.

The most propeller motor for Passat B7 it 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 2.0 TSI two-liter engine is very 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.

Turbine 1.8 TSI (K03)

price for original

112 938 rubles

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

Several different options with different thicknesses of the piston pin, piston and connecting rod on machines 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.

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 years is prone to warping and leaks. The cost of the unit is quite high, and the motor is very sensitive to coolant leaks and overheating.

Pump with thermostat 1.8 / 2.0 TSI

price for original

13 947 rubles

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

Moreover, moderate 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 vulnerability in the form of a liquid intercooler, and the timing chain drive has a very small resource and is prone to chain jumps.

The family includes four series of motors. The simplest 1.4 122 liters. with. - these are CAXA motors, they are also the most common. Less common is the 160 hp dual-supercharged engine option. pp., series CTHD / CKMA. Compressed gas-optimized versions of this 150 hp CDGA series are very rare. with.

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

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 "racing" on the highway at speeds close to maximum speed.

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

Motor in the 122 hp version. with. rather weak for this machine, but with 150-160 hp firmware. with. the turbine is already suffering - it can withstand a maximum of 40-50 thousand kilometers. In general, this option is noticeably less reliable than more large motors, and the reduction in fuel consumption and maintenance costs is 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 pump injector version is considered to be 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 less 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 the EGR and the particulate filter, when operating through traffic jams, increase the number of failures and reduce the resource.

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 that of 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 have less chance of problems - just in time for the sunset, the PQ 46 platforms were corrected and all the problems that had been dragging on a pair of PQ 35 / PQ 46 platforms from the moment they appeared. 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.

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 the representatives of the official service. Today Passat B6 is included in the group of "elite" cars that help 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 only uses 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 cheaper - 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, buyers' choice 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 already 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 motors The Volkswagen 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. Per full set with fanfare, you will have to pay at least 15,000 rubles.

Transmissions

Passat B7 was equipped with a 6-speed manual transmission and robotic DSG: 7 and 6-speed. DSG 6 came in conjunction 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 the lower arms were used on the front axle 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. The cost of the complete lever is 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 bushings may also knock. front stabilizer lateral stability... 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. Through his fault, the geometry of the axis was often violated in the B6, which caused premature wear 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, the electromechanical power steering sometimes fails. The reason lies in software... When contacting the official service, as a rule, they got rid of the malfunction by updating the software. As a last resort, 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 the 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 pleased high level comfort and excellent driving performance, finishing materials, 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.

Volkswagen Passat B7- the seventh generation of cars 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 Is a great solution for a future car owner.

How to buy a Volkswagen Passat B7 profitably in the USA

deals with the purchase of cars in the USA and their delivery to Ukraine. The cars are sold at American car auctions and are endorsed. This purchase option allows you to significantly save cash because used cars in the United States are about 40% cheaper than new ones in Ukraine. Most of the cars sold at auctions are in good condition. Considering these factors, it is naturally more profitable to buy a Volkswagen Passat B7 in the USA.

To buy a Volkswagen Passat B7 from America, no complicated steps are required. To do this, go to the site of the American Auto company and in the car catalog select the appropriate option Volkswagen Passat B7 from the USA (there is also detailed description car and photographic materials).

After you have decided to buy a Volkswagen Passat B7 in the United States, an agreement is concluded, an auction is held and payment for the purchase takes place. Further - the delivery of Volkswagen Passat B7 from America, which is carried out by sea through the port in the United States 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 vehicle. Delivery of Volkswagen Passat B7 from the USA to Odessa takes about 45 days. The shipping cost 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 license to buy, which is held by the American Auto company. Also, the company has extensive experience in the purchase and delivery of cars to Ukraine (more than 1000 vehicles 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 to arrange Required documents, to solve all suddenly arising questions, in order to make it easier for you to buy a Volkswagen Passat B7 in America.

Modern models Volkswagen Passat is no longer the good old and hardy B3 / B4. With the arrival of new generations, the rate of design complexity increased, which ultimately led to the era of non-repairable vehicles and large-unit replacement. Our culprit of the article is also imperfect and suffers from malfunctions in the electrical system, and the body could be stronger to corrosion. More about everything.

Body

In the case of the American "Tradewinds", the resistance of these cars to corrosion is slightly higher than that of European models. The metal is not sufficiently galvanized, and the paint layer is too thin, which leads, after 5-7 years, to the occurrence of foci of corrosion.

Before buying a car, be sure to check for the presence of foci of corrosion in the edges of the fenders, on the lower part of the doors, above the rubber band 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 removable.

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. It's nice 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 the Passat B7 brought from the USA and Georgia is recovered after an accident. Pay close attention to all the little things, on the subject of original body parts. Usually B7 is beaten in the front, back or has a side kick. In general, in the American market there are quite a few proposals for the Passat B7 with a really good body. To preserve the car in its original form on the roads of the CIS, one should not neglect the gluing of a protective film, especially the headlights and bumper.

By the way, periodically lubricate the locks and the lock of the gas tank flap. Pay attention to how the doors open from the inside: the elongated 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 a cut above its predecessor in terms of comfort and quality of materials. Even seven-year-old options look like new after dry cleaning. After 60,000 miles, the steering wheel will be slightly worn, and after another 30,000 miles, a little shine on the matte surface of the eco-leather seats. Small elements of the cabin begin to lose their presentation by 100,000 miles (160,000 km).

With regard to the interior: the controls are adjusted so that the driver is distracted to a minimum by controlling the climate and multimedia. The front seats have a wide range of settings. The finishing materials are pleasant to the touch.

Bottom line: the quality of the interior details is surprising. The materials are durable, and retain the appearance of the new car for the first 160,000 km at least.

About electrics and electronics

In terms of electronics, it is similar to the B6 in terms of complexity. If the scanner does not catch the electrical defect, wait for trouble. Some sensors and servos are unreasonably expensive, and they often fail. In terms of the execution of the wiring, there are no questions, it is wear-resistant. The secret to the durability of the electrical part of the car is maintenance in dealership or VAG specialists. Regarding the engine compartment electronics - the first 150 00 miles there is no need to look. The electric booster in the car pleasantly surprises with its reliability.

Chassis

5 years later to brake system no questions arise: consumables change according to the regulations. The pads here are standard with wear sensors. In order to save money, you can buy pads and sensors separately. The suspension is almost identical to its brothers. Shock absorbers are electronically controlled with adjustable stiffness, but there are also conventional ones. The stabilizer struts don't last 20,000 miles, and the thrust bearings squeak every 60,000 miles. Rear suspension, despite the complexity of the design, reliable. Driving the car on an asphalt road allows you not to look into the rear "walker" for more than 60,000 miles. Further, to prolong a comfortable ride, you will have to invest well in replacing silent blocks and levers.

About transmission

The American has two options here: DSG or classic automatic. What gearboxes have in common is that it is equally necessary to monitor the condition of the CV joints anthers, since the standard clamp often weakens. With a 1.8 TSI engine, a DSG DQ200 with a dry clutch was installed as standard. Versions prior to 2014 were experimental in terms of transmission, and after 2014 DSG was taken to a new level of reliability. The clutch lasts for 100,000 miles (on the version after 2013). Any problems typical for the Passat B7 until 2013 were not identified during operation. I will separately mention the differential, which is in no way designed for 250 "Ntons". Frequent enthusiasm for spin starts and driving in sport mode will cause the satellite axle to collapse.

The classic "automatic" paired with an inline six-cylinder engine 2.5, in my opinion - the most rational solution. For 4 years of mass import of American cars with a 2.5 engine, there have never been cases with broken automatic transmissions. The transmission loves original oil and its complete replacement.

About engines

The USA version provides the opportunity to choose one of two units: turbocharged 1.8 TSI or naturally aspirated L6 2.5.

The turbocharged engine got rid of the "sores" of the previous versions. It is economical and powerful enough. Again, I recommend paying attention to the versions after 2013, since they began to install on these cars piston rings with normal holes that do not clog up to 60,000 miles, which led to the replacement of the entire piston group.

Cleaning of ventilation of crankcase gases is periodically required, as well as getting rid of oil drips. The timing chain resource is unpredictable, and the neglect of replacing it in one of the winter starts will make itself felt by a break.

The safety margin of the motor is good by modern standards, if you do not neglect the timely correction of the accompanying jambs during operation. "Atmosfernik" has one drawback - high fuel consumption in the city (about 12-15 liters). The power of 170 "horses" is enough for the eyes, a confident pull from the very bottom is also felt.

Let's summarize

Volkswagen Passat B7 USA has become a real bestseller in the Ukrainian used car market. For $ 7000-11000 you get a fairly reliable, powerful, stylish and comfortable car that will not pull money out of your pocket.