The most trouble-free option is atmospheric 1.6 (105 hp) BSE / BSF, 8-valve, with a timing belt drive and a very reliable resource design that can drive 300 thousand or more without serious investments. If you do not need dynamics, but want to minimize risks and costs, this is your choice. True, if you start leaks, do not wash the radiator and do not change the oil, then such a simple motor can be brought "to the handle."
- As already mentioned, atmospheric engines with direct injection 1.6 FSI (115 hp BLF / BLP) and 2.0 FSI (150 hp BLR / BVX / BVY) it makes no sense to consider. The increase in power is minimal, but there are enough problems. First of all, the power system brings direct injection with injection pump, capricious, unstable to low temperatures, and besides, it creates ideal conditions for coking piston rings. At 1.6 FSI, in addition, there is a chain in the timing drive, and it tends to stretch up to a run of 100 thousand.
- 1.4 TSI (122 hp, CAXA) - a very raw and problematic EA111 engine at the time of release. The timing chain is just as thin and prone to premature stretching as the 1.6 FSI. The piston is prone to oil waste. The turbine and pressurization system hold up with luck. In theory, if the motor went through a quality restoration with the replacement of the piston and timing with versions from the later EA111 (the elimination of childhood diseases proceeded gradually), then you can take it. But there are very few such options - they usually sell "as is".
- 1.8 TSI (152 hp CDAB / CGYA and 160 hp BZB / CDAA) and 2.0 TSI (200 hp, AXX / BPY / BWA / CAWB / CBFA / CCTA / CCZA) - this is already a family EA888. Against the background of 1.4 TSI problems a little less, but the main suppliers of problems are the same: oil-driven piston and weak drive Timing. The series was brought to mind only by 2013, so the Passat B6 did not get it. Again, you can consider options with a replaced piston.
- The most durable diesel engines are 8-valve 1.9 TDI (105 hp, BKC / BXE / BLS) and 2.0 TDI (140 hp BMP) with electromechanical unit injectors, EA188 family. In practice, 1.9 turned out to be the most resourceful - there are cars that ran back 500 thousand or more without overhaul. Do you want the most cheap exploitation- look for 1.9 without particulate filter (BKC and BXE).
- 2.0 TDI diesels of the same EA188 series with more modern piezoelectric unit injectors are 136-horsepower BMA, 140-horsepower BKP and 170-horsepower BMR. Piezo injectors turned out to be so-so, others failed even before 100 thousand and changed under warranty. You should not get involved, especially the powerful 170-horsepower.
- Later family EA189 - already with common rail and piezo injectors, 1.6 TDI (105 HP CAYC) and 2.0 TDI (110 HP CBDC, 140 HP CBAB, 170 HP CBBB). The reliability of the common rail turned out to be decent, but you still shouldn’t mess with the frankly overpowered 170-horsepower option.
- All 2.0 TDI engines, regardless of the type of power system, had characteristic problem with wear of the so-called hexagon - the oil pump drive, which led to oil starvation and overhaul. Check if it has changed - the resource is from 140 to 200 thousand, as lucky.
- Powerful VR6 engine 3.2 FSI (AXZ) makes Passat related to Porsche Cayenne 1st generations. Surprisingly, the direct injection system turned out to be tenacious here. The average trouble-free mileage ranges from 150 to 200 thousand. The timing drive turned out to be very complicated, and phase disturbance usually occurs due to worn out tensioners, and not the chain at all.
- Very rare for the Trade Winds VR6 3.6 FSI (BLV, BWS) is also found on the Cayenne. The problems are the same as in 3.2.
- Considering the potential high cost of everything, a car with any of the motors (except perhaps the simplest 1.6) needs to be carefully diagnosed: compression measurement, endoscopy, checking with a dealer scanner, measuring phases with an oscilloscope - it’s better to spend an extra few thousand and overdo it than spend it 10 times later more for repairs.
12.08.2016
Volkswagen Passat does not need a special introduction - this car is the owner of many awards and regalia. From generation to generation, it retains its popularity, which few cars succeed in. However, with the advent of a large number of versions of engines and transmissions among buyers in the arsenal of Volkswagen groups, the question often arises when choosing a Volkswagen Passat B6 with mileage, which engine and which transmission to give preference to, so that later you do not have to invest a lot of money in repairs. In this and many other things, we will now try to figure it out. 
Advantages and disadvantages of the Volkswagen Passat B6
Volkswagen Passat B6 is available in three body styles sedan, station wagon and four-door coupe called Passat SS. As domestic operating experience has shown, the car has quite good protection against corrosion, in rare cases there are specimens that have rust on wheel arches. To support the image prestigious car Passat received a large number of fashionable and useful things:
Volkswagen Passat B6 engines
Volkswagen Passat B6 has a very large range of powertrains, both gasoline and diesel:
- Petrol - 1.6 liters. (102 HP), FSI 2 HP (150 hp), B6 3.2 l. FSI (250 hp), 3.6 l. (284 and 300 hp). Turbocharged TSI - 1.4 liters. (122 hp), 1.8 l. (152 and 160 hp), 2 liters. (200 hp).
- Diesel - 1.9 liters. (105 hp), 2 l. (140 hp).
Consider the most common engines. Most weak motor this is 1.6 (102 hp), of course, there is very little power for such a car, but in terms of reliability this is the most best option so if you meet on secondary market you can safely buy a car with such an engine after diagnosis. This is followed by motors of the FSI series, there are really a lot of them, but the most widespread received a two-liter engine that needs to be fed only with high-quality fuel, and even if you refuel at good gas stations, by a run of 100,000 km, you will have to reflash the engine control unit and change the ignition coils.
The 1.8 TSI engine has increased consumption oils, this is due to the fact that they wear out oil scraper rings or the crankshaft seal is leaking. IN this type The timing engine is driven by a metal chain, which often jumps due to an unreliable tensioner, which leads to a fatal meeting of the valves with the pistons. Therefore, when choosing a car with such a motor, you should be very careful.
Turbocharged motor TSI 1.4 is very demanding on quality, the replacement of which must be carried out earlier than specified in the regulations (at least once every 10,000 kilometers). If you want a charged car, then pay attention to a car with a 3.2 FSI engine, this unit is quite reliable, but the timing chain stretches in it over time (a rumbling sound from under the hood serves as a signal), this engine also has a high fuel consumption.
Many experts argue that if you take a Volkswagen Passat B6 with mileage, then it is better to choose a car with a diesel power unit, since gasoline engines in our conditions can cause a lot of trouble. The enemy of turbodiesels is low-quality diesel fuel, so if you buy a used Passat, pay attention to the condition of the injectors and fuel pump and if they have not yet been changed, they will soon require replacement. The 1.9 engine has proven to be the most reliable among diesel engines, it also serves well for two liter engine, which was installed on cars after 2008, injectors often fail in earlier versions. 
Transmission Volkswagen Passat B6.
Volkswagen Passat B6 has a lot of gearboxes, five and six step mechanics, automatic transmission, as well as six and seven-speed robotic DSG transmission. As domestic operating experience has shown, mechanics have proven to be the most reliable, its clutch is quite durable and lasts an average of 150,000 kilometers. In an automatic transmission, you need to change the oil every 60,000 km, unfortunately this box cannot be classified as problem-free, for the reason that the valve block sometimes fails in it with a run of 80-100 thousand km (repair cost is about 1500 USD). A lot has already been said about the DSG, and unfortunately, mostly only negative. If we talk about performance characteristics cars with this type of transmission, then there are no questions here, only pluses, the expense is like on mechanics, and if the box is in good condition, it works very quickly and without jerks. But if we talk about reliability, then this transmission is the most unreliable and serves no more than 100,000 kilometers, and its repair will cost a decent amount.
Suspension Volkswagen Passat B6.
The Volkswagen Passat B6 has a MacPherson-type suspension at the front, and a multi-link at the rear. As operating experience has shown, the suspension is not the most forte car and demands special attention, since by 100 thousand kilometers you will have to invest about 1000 USD in this unit, this is if you change everything at the same time, but you can not bring it to complete wear and repair the suspension gradually.
- Racks and bushings of stabilizers 40-50 thousand km.
- Steering rack - 80,000 km.
- Tie rod ends - up to 100,000 km.
- Ball bearings - up to 100,000 km.
- shock absorbers and thrust bearings- 100-120 thousand km.
- Silentblocks front and rear control arms and levers - 120-150 thousand km.
Salon.
There is nothing special to tell about the salon here, as it should be for a German brand. good quality and the controls are in place. If you are looking for a car with a good seating position and comfortable seats, this car will satisfy your requirements.
Outcome:
Previously, the Volkswagen Passat B6 was often stolen mainly for disassembly, but the numbers were often interrupted, so be sure to check the condition of the documents before buying and show the expert the numbers of the units. In the secondary market, the Volkswagen Passat B6 has a fairly low price, but before buying such a car, read this article again and think about how much additional money you will have to invest in repairing the engine, transmission and suspension, you need to understand that these costs will not be small.
Advantages:
- Reliable mechanical box gears.
- Comfort.
- Stylish appearance.
- High level of security.
- The quality of interior materials.
Flaws:
- Service cost.
- Engines demanding fuel quality.
- Robotic transmission.
- Steering rack.
If you are or have been the owner of this brand of car, please share your experience, indicating the strengths and weak sides auto. Perhaps it is your review that will help others to choose the right one. .
Good afternoon, in this article I will try to give the most objective information about the Passat B6 car, but rather it will be an instruction for choosing a used car for purchase. Also, this is a review about my particular car ...
So, let's begin. This means that the machine consists of several main components and assemblies that are more or less subject to wear: 1 is the body, 2 is the engine, 3 is the box, 4 is the running gear, 5 is the brake, 6 electrical system. The body, although it is a Passat, but regardless of its type and country of production, rusts quite intensively. In a sedan, you should pay attention to doorways, places where bumpers fit on the wings, around windshield, trunk lid, internal cavities of the trunk lid and doors. Rust is everywhere in my car. The car is not drowned and not a bit. To this I will add the bottom. Objectively, I will say this - the body is frankly weak, there is no need to harbor illusions: they say the Passat is 2008, then everything will be fine. We add a back cover to the station wagon body, when I was looking for a car, the station wagons were all openly rotten.
The engine is a very interesting topic. Of course, they are all very economical and powerful, but I would like to talk about the shortcomings, because we are considering a used car and you will have to decide for yourself in the event of a breakdown. Let's go into more detail here.
Means gasoline: there are several types of engines. The first 1.4 TSI is an oil burner, problems with the turbine, very unreliable, real resource 150,000-200,000 km, no matter what anyone says. From the smut - the timing chain. The most demanded contract engine - the same problems and 1.8 TSI they were good while they were under warranty, then it turned into crap. 2.0 TFSI also does not shine with reliability and eats oil in liters, well, estimate - 1 liter per thousand! Well this is absurd! IN best case the most acceptable one is 1.6 MPI, but it doesn't run, it really doesn't run...
Diesels. It's not so easy for them either. So I'll tell you about those with whom I dealt. 1.9 TDI has a factory flaw - problems with pump-forces break nests and hello heads, they learned how to make nozzles too, but the guard will pull out money on huge runs. To this we add the rotation of the liners - it is at 1.9 sores. 2.0 TDI 142 HP since 2008, they began to install a nose-pump-piezo and the sore with breaking was solved, but a new one appeared - the nozzles themselves with indexes H at the end of the number flew shamelessly, then they changed to C during the action and the problem was solved. In addition, it is necessary to monitor the hexagon of the pump oil and it is advisable to change it with each timing change. Yes, there is a 2.0 TDI 170 hp engine. BMR, so there are always problems with the cylinder head, cracks, without exception, turbines, in principle, without problems. Rest in this moment no problem, I mean the soot valve of the games is cut out and cleaned.
Personally, I have a BKP engine. By the way, engines with piezopower came without a particulate filter from the factory since 2009, they began to install a common rail for it, I won’t say, I don’t know, but everyone praises it.
I will share one case: one car arrived for diagnostics, the check light came on, it showed that two nozzles had exceeded the limit for positive correction. They removed the forcings, took them for repairs, put them on - the result is the same. As a result, there was stupidly no compression in these cylinders, this is a note for those who understand.
Box. Here, everything has long been clear. Any DSG is rubbish. 5-mortar mechanics norms, 6-mortar even better. Clutch - you need to understand that this is a consumable, replacing it yourself is not a problem, I, not knowing how to do it, replaced it in 5 hours. As for the kits themselves, I will say this, they put a hatch from the factory, but there are a lot of fakes. Sachs is a normal company, Valeo is single-mass - it will fall apart up to 60,000 km checked.
Chassis. Here everything is simple and basically reliable. Weak spots- rear silent blocks of the front levers, fit from the Audi A3 and the stabilizer strut in front of the rear, but they are also cheap. The main hemorrhoids that you can encounter are the bolts that secure the rear silent blocks of the front levers. If they haven’t been twisted for a long time, they can break down and then up to replacing the subframe.
Steering rack. It can also bring surprises, but as a rule it is a consumable.
Now let's touch brake system. The weakest point rear calipers and the handbrake button the button is repairable, but there is no caliper and the whole reason for their failure is the material from which it is made, and it is made of silumin, a kind of aluminum, because of which it oxidizes, swells and breaks the body of the handbrake motor and removes it out of service. If this happens, then it is more expedient to change them to calipers from the Passat B7; these are made of cast iron, and even galvanized. Need to replace and brake hoses in B7 they are different.
The electrics are, in principle, reliable, I won’t say that I have ever encountered repairs. Climate control deserves special attention, and more specifically, the damper servos begin to fail over time, there is a lot of information on this topic on the net about cleaning and adaptation, but the whole point is that in order to remove them, you need to disassemble a lot of things. In short, you lie down with bones. Perhaps I’ll name one more climate place - the interior stove radiator: no, it doesn’t flow, it clogs. It is defined as follows - the driver's one heats up from the passenger's side, it does not change easily, the dashboard does not need to be disassembled.
Somehow like this. The machine, which should be gradually delve into, a lot of consumables in fact everything I have described and there are consumables. The choice is still yours. All of the above is the result of two years of ownership.
Advantages of the car
Appearance, dynamics, consumption, comfort.
Vehicle Disadvantages
After 100,000 km a lot of smut, expensive parts.
General impression
Buy, test for yourself and leave the next review.
In the early spring of 2005, world premiere long-awaited Passat b6 from German Volkswagen, whose release ended in 2011 with the advent of the seventh generation of the model. Passat B6 was produced in two body styles - a sedan (sedan) and station wagon (variant). I will say right away that European motorists were really looking forward to its premiere, while there were two rumors about the car. It was believed that all the negative that characterizes the new product is the banal intrigues of competitors. Like it or not - we will now understand. Passat B6 was produced in two body styles - sedan and station wagon.
About motors and their features
Passat B6 was produced with a set of the following power units:
Petrol 1.6 liters in BSE and BSF modifications, the power of which is 102 hp. with .. Petrol 2.0 FSI (in three versions: BLY, BLZ and BVZ), - 150 liters. With.; Three V6 versions: 250 hp with a volume of 3.2 liters (modification AXZ), as well as 284 liters. With. and 300 l. with., with volumes of 3.6 liters. (BLV and BWS). There were also turbocharged engines 1.4 (122hp), 1.8 (152 or 160hp), 2.0 (200hp) TSI;
Diesel 1.9 and 2.0 TDI with 105 and 140 horses under the hood, respectively.
Aspirated 1.6l. The BSE is equipped with a timing belt drive, while the 1.6 FSI is already equipped with a maintenance-free chain drive. Same with diesel power units: 1.8 TSI - has a chain drive, and 1.9 and 2.0 TSI - equipped with a timing belt drive. As for their replacement, the belts run about 90 thousand km, and the chain drive can withstand more than 200 thousand km. But, in practice, these figures are somewhat different, and, depending on the operating conditions vehicle, intensity and driving situations may vary slightly up or down.
Briefly describe the work of all power plants installed on the sixth generation Passat, then, in general, it can be noted that most of the engines turned out to be very successful with great resource the work of all of them constituent parts. But, they also have some “illnesses”.
We will describe in more detail the specific “jambs” of specific Passat motors.
1) 1.6 liter BSE can shake on Idling because of its design. The engine ECU for some owners failed due to moisture accumulated in it. Leaky rubber bands on the bracket oil filter Over time they start leaking oil.
2) 1.6 FSI (with engine code BLF) can “please” with difficult starting in frosty weather, unsuccessful crankshaft pulley, injectors and the same “shaking” at idle.
3) 2.0 FSI (with BLY code) - no massive problems have been identified, perhaps one of the successful ones.
4) The 2.0-litre naturally aspirated BVZ shakes at idle and starts to stutter closer to the time of replacing the spark plugs.
5) A two-liter naturally aspirated BVY can be "naughty" when starting up in winter (especially with automatic transmission) and sounds like a diesel engine. his problems winter launch treated with a new powerful battery, Webasto installation and new spark plugs.
6) 3.2 liter FSI was installed only on all-wheel drive (4Motion) trade winds together with a 6-DSG box. Its weak point can be called the timing chain, which stretches closer to 150-200 thousand km.
How to check the AXZ engine through a computer:
- groups 001, 035 - fuel correction must have a value within +/- 5;
- groups 093, 208, 209 - values must not exceed 7 kw. If the values are greater, then the chain is stretched and the engine is ready to accept new parts))) By ear, these are third-party rattles, with already critical values, a jackie-chan appears. The 209 group is the larger of the two chains and stretches first.
The minimum set of parts to replace the circuit on an AXZ motor (without phase regulators):
1. Top chain - 03H 109 503;
2. Tensioner - 03H 109 507;
3. Calm - 066 109 509 A;
4. Calming agent - 066 109 513 B;
5. Calm - 066 109 514 A;
6. Lower chain - 03H 109 465;
7. Lower chain tensioner - 021 109 467;
8. Lower chain damper - 021 109 469.
You can also note the "oil burner" of the order of one and a half liters per 10 thousand, which is more relevant to those owners who constantly fry and change engine oil once every 15-20 thousand km. using Castrol. But the DSG box paired with this engine runs for a very long time - about 250 thousand km before repair. The dual-mass flywheel runs about 100 thousand km. during urban operation. Generally speaking, this is one of the most underrated engines in the Passat line ... As time has shown, quite predictable service, high resource, maintainability, economy, excellent dynamics in trio with DSG-6 and all-wheel drive put this motor on the highest places on the podium of the most coveted units among all the options that were offered with the sixth Passat. In fact, the only minus is the complexity of the repair. For example, when replacing a chain and related parts, the internal combustion engine must be removed. When replacing the crankshaft oil seal, the gearbox must be removed. On early versions until 2007, the second generation Haldex was used as a clutch. Then the fourth one was installed. It is also known that in 2007-2008 cars with a 3.2L engine were produced. with defective mechatronics.
7) There are few complaints about 3.6 liter engines, most likely this is due to their low prevalence. In fact, this is the same 3.2, but with other horses under the hood. For the Russian Federation was not at all interesting because of the transport tax.
8) Turbocharged 1.4-liter TSIs suffer from design flaws in the timing (tensioners and the chain itself) and detonation mixture formation, and the phase shifter often fails ahead of schedule.
9) Turbocharged 1.8 (code - CDA) can consume up to a liter of oil per 1000 km. It is decided either to replace the CPG, or in no way (usually this applied to cars in 2010).
10) 1.8 with BZB index and the oil eats and closer to a hundred kilometers the chain could jump.
The minimum set of parts for replacing the timing chain:
1. Timing chain - 06K 109 158 AD;
2. Timing chain tensioner - 06K 109 467 K;
3. Timing damper bar (upper) - 06K 109 469 N;
4. Timing damper bar (left) - 06H 109 509 Q;
5. Timing damper bar (right) - 06K 109 469 M;
6. Oil mesh filter - 06H 103 081 E;
7. Front timing case gasket - 06H 103 483 C;
8. Oil seal crankshaft front - 06L 103 085 B;
9. Sealing ring of the timing case - 06H 103 483 D;
10. Hexagon bolt - WHT 001 760.
Also BZB shakes at idle, and work on the sound reminds diesel engine(this is not treated - a feature).
11) Two-liter turbocharged engine TFSI (BPY) had a belt instead of a timing chain. The automatic transmission of such a car had additional cooling, which increased the resource of the valve body of the box. By problems, it can be noted: failure of the VKG valve, bypass valve turbine and motor inlet channels. Ideally, the injection pump pusher should be changed after 150 thousand km. run.
12) The two-liter TSI (had the codes: CCTA, CBFA, CCZA) differed from the above-described BPY by lower compression, which reduced the likelihood of detonation, the presence of a timing chain, an improved injection pump pusher and the absence of a problem with the VCG valve. Of the mass problems, one can single out a defective pump on machines manufactured in 2010.
13) Diesel turbocharged two-liter BKP did not have particulate filter, but ate about a liter of oil per 10 thousand km. There were problems with injectors and turbine (geometry wedge, treated only by replacement). At 200 thousand km, it is imperative to change the hexagon of the oil pump drive. Otherwise, it may turn over, which completely disables the motor.
14) 2.0 TDI code CBBB already has particulate filter, but does not consume oil, there are no problems with nozzles, timing belt replacement is necessary at 150 thousand km. The motor has very good traction.
15) Diesel turbocharged 2.0 CBAB has 16 valves. Most car owners consider this engine to be the best of the Passat diesels. The engine does not consume oil, the traction is excellent, fuel consumption is low, it is not whimsical to the quality of diesel fuel, the replacement of the timing belt according to the regulations is necessary at 180 thousand km.
16) Turbodiesel 2.0 BMR also has 16 valves and is considered very frisky. Of the problems: injectors (changed by stock from VW), antifreeze leaking through cylinder head microcrack(only head replacement) and has a dual-mass flywheel, both in the manual transmission version and in the version with 6-DSG. And it is strange that the flywheel on the manual transmission is more expensive. Already in 2009, all 2.0-liter diesel engines began to be equipped with a fuel supply system " common rail”, most of which, after the 200,000th run, experienced a throttle wedge or intake manifold. In this case, their complete replacement can't be avoided.
Transmission and suspension
On Volkswagen Passat b6, 5 or 6-speed manual transmissions were installed, a Tiptronic automatic transmission with five ranges and a DSG automatic transmission, which had a dual clutch system.
Naturally, the most successful of all was the "mechanics". But, for some reason, it was installed extremely rarely on the sixth generation of the Passat.
On manual transmission-5, closer to 100 thousand mileage, the input shaft bearing often required replacement.
The six-speed manual transmission is very reliable, it has no complaints about its work. Oil is filled for the entire life of the box.
Automatic types of motor power transmission to drive shafts wheels (Tiptronic) had common problems for their design features, which consisted in the appearance of jerks and shocks when reaching 100 thousand kilometers. The real reason for this is untimely replacement gear oil or failures in the box control system. Therefore, most experienced mechanics in car services, in order to prevent possible problems, it is recommended to replace working fluid transmission after 30-50 thousand kilometers, and not after 70-100 thousand, as the automaker indicates. There may be problems with the hydraulic unit.- excellent, fast and economical box. Does not like slippage and traffic jams. Therefore, the ideal environment for exploitation is the track. DSG-6 paired with all-wheel drive is especially tenacious, since slippage is minimal. Do not forget to change the oil every 30-40 thousand km. and the box will bring only positive emotions.
If we objectively consider the operation of the steering system and chassis, then officially there is nothing to complain about here. These car components are considered quite hardy and reliable. But, there are problems here too. Basically, they are associated with the failure of the suspension elements due to constant driving bad domestic roads. Silent blocks and levers are the first to take the hit, with increasing mileage, the stabilizer struts begin to refuse to work, followed by wheel bearings and SHRUS. But all these are inexpensive suspension elements.
It should be borne in mind that the suspension on the Passat is of three types - "EURO", "Package bad roads" and "Sport". Differences in stiffness and height of clearance.
Special claims to quality body material and no one presented the LCP. Passat does not rust for a long time at the place of chips, and crickets do not like to settle in his cabin.
As for the Passat's electronics, isolated cases of failure were identified: the Denso air conditioner compressor (which is not repairable and needs to be replaced), the 15th terminal relay on 1.8 TSI engines, the steering column control unit, the adaptive headlights rotary module sensor.
So is the sixth Passat reliable or not? I think the answer to this question will be real runs these cars as European taxi cars. And the runs of these cars without serious investments and breakdowns often exceed 400,000 km! Although our conditions are different from European ones, they are not able to seriously reduce the resource of this reliable car.
A selection of video reviews and test drives of the Volkswagen Passat B6:
Crash test VW Passat B6:
I got acquainted with the VW Passat a long time ago - it was the B5 of one of the first releases. Later I got an updated B5, then it was replaced by B6. It was all the more interesting to test the most expensive and technically advanced Passat in the Variant version.
The reasons for the popularity of the VW Passat in our market are obvious - a balanced set of consumer properties, good looks, reasonable prices. In the D segment, it is difficult to find a more worthy offer with an engine capacity of about 2 liters. But Passat, taken by us for the test, from another opera. This is the top model in the line, and the price tag for it is not at all humane - the numbers are very close to the $60,000 mark. That's at least $15,000 more than a front-wheel-drive station wagon with a 2.0 FSI engine and $10,000 more than the same car with a 2.0-liter turbo engine. Is it worth it to overpay for V6 and 4Motion nameplates? Inside, the top version is practically no different from ordinary Passats. The same comfortable seats with Alcantara upholstery (in Highline equipment), the same door trim and “tidy”. Of the differences - the letters DSG on the gearshift lever. This box is installed only on cars with a petrol V6 or a 2-liter turbodiesel. I adjust the seat and steering wheel. Adjustment ranges are huge, even the tallest rider will get an optimal fit. However, it is quite high anyway. Some people like it, some do not, but it is undeniable that visibility is improving, and the parameter called “feel the car” is the other way around. The motor is started by the usual pressing on the key fob. A thick grunt is heard - only V-shaped "sixes" have such a voice. I immediately note two features. First - test car removed from the electronic "handbrake" more smoothly than versions with less powerful motors and "machines" Tiptronic. The second is the interesting behavior of the tachometer needle when switching: it does not fall smoothly to a certain mark, but reaches it with a jump. This is the merit of the ultra-fast DSG, because by the time the switch is made, the smart gearbox already “holds ready” the desired stage.
Looking for something new in Volkswagen Passat sedans and station wagons
New Ford Mondeo challenges Volkswagen Passat
After we half to death praised new ford Mondeo at the presentation, many began to ask us: “What, he really is one of best cars segment D? True true. "What, and even better Volkswagen Passat? Honestly? We have no idea! But we will definitely find out - for this they took both of them for the test.
And now both cars have arrived and are standing somewhere within a kilometer radius from the editorial office (to park in the center right near the entrance is from the realm of fantasy). True, perfect match test machines didn't work out this time. In the Ford test park, we were only able to get our hands on a 2.0-litre Mondeo hatchback in configuration Titanium on a five-speed "mechanics". And in the bins of Volkswagen at that time there was only Passat sedan with "automatic" and in a rather simple version.
