The next (eighth in a row) generation of the Passat with the B8 index first appeared to the public on July 3, 2014 - at an official presentation at 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 reached Russia only in the second half of 2015.
The sedan looks solid and squat, and the key to this is the proportions that 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 on.
The front of the 8th generation Volkswagen Passat sedan is distinguished by interestingly traced headlights with lines of LED running lights and a halogen “stuffing” (optionally full LED), interconnected by chrome grille bars. The relief bumper with aerodynamic elements and stylish foglights completes the picture.
The impressive silhouette of the eighth generation Volkswagen Passat is emphasized by a coupe-shaped roof, a long sloping hood, sharp strokes of stampings and “muscular” wheel arches with large disks inside. The rear of the car evokes the more upmarket Phaeton with the shape of the LED taillights with trim-specific graphics and the powerful bumper with two integrated trapezoidal tailpipes.
The "eighth Passat" is still a European class D player, which is 4767 mm long, 1456 mm high and 1832 mm wide. Surprisingly, for the first time, when changing the generation, the “German” became “more compact” than its predecessor (despite the fact that the inside of the car became noticeably more spacious). The wheelbase of the sedan is 2791 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 B-8 looks interesting and expensive, and even more so – it looks like a premium-class model. Well, its most memorable feature is the line of air ducts that crosses the entire panel and echoes the radiator grille with its design. The multifunctional steering wheel is sportily truncated at the bottom, and the instrument cluster can be represented by “analogue instrumentation” recessed in shallow “wells” or an interactive electronic panel “Active Info Display” with a 12.3-inch display. But besides, the arsenal of the model was replenished with a lot of high-tech “assistants” (for example, the “Area View” all-round viewing system).
The center console looks stylish and modern, and the clock on top of it 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 is familiar from the “Golf” of the seventh generation.
Finishing materials inside and elaboration of details are at the level of representatives of more prestigious classes. Soft plastics, genuine leather, real wood and aluminum inserts are used in the car interior. The front seats with wide-spaced lateral support rollers have a pleasant filling and large adjustment ranges. The back sofa is formed for two people, but there is enough space for the third, although too tall riders will prop up the sloping roof with their heads. Optionally, an individual climate unit is offered 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 of the car, there is not even a “stowaway”, but the dimensions of the niche are encouraging - a full-fledged spare wheel can also fit here.
Specifications. Three petrol units are installed on the "eighth Passat" to choose from:
- The first option is a four-cylinder 1.4-liter turbocharged engine with direct fuel injection into the combustion chamber, which 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 a similar number of revolutions and 250 Nm of thrust supplied in the 1500 range. -3000 rpm.
The engine is paired with a six-speed manual or a 7-speed DSG robot, bringing down the full potential of the front wheels. As a result, a car with a “younger” version of the power unit is provided with acceleration 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. A more productive version spends 8.4-8.6 seconds to accelerate to 100 km / h, its “maximum” is 218-220 km / h, and the appetite does not exceed 5-5.2 liters. - The second is a 1.8-liter TSI engine equipped with four “pots”, a turbocharger, 16 valves, a direct “feed” system and variable valve timing, the potential of which is 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, peaking up 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 twin turbocharging and direct injection, provided in two versions: 220 "stallions" at 4500-6200 rpm and 350 Nm of maximum return 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 "senior" - 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 the level of 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 a three-volume vehicle is no less diverse:
- The simplest is a 1.6-liter turbocharged TDI, which develops 120 horsepower at 3600-4000 rpm and 250 Nm of thrust at 1750-3500 rpm and is equipped with the same transmissions as the petrol counterparts. The result of this is the conquest of the first "hundred" in 10.8-11 seconds, the peak of opportunities at 204-206 km / h, diesel fuel consumption at the level of 4.1-4.2 liters in the combined cycle.
- Next in the hierarchy is a 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 couple with the motor in each of the versions is a 6-speed DSG, and with a less powerful one, also a manual gearbox. Such a Volkswagen Passat B8 goes to conquer the second hundred after 7.5-8.9 seconds and stops accelerating at 216-230 km / h, “eating” an average of 4-5.1 liters of fuel.
- The "top" unit is a two-liter twin-turbo diesel engine, the output level of which is brought to 240 horsepower at 4000 rpm and 500 Nm, achieved in the range from 1750 to 2500 rpm. The moment is delivered to the wheels via a seven-speed robotic DSG 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, however, is 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. For every 100 kilometers, the sedan needs only 5.3 liters of fuel.
VW Passat B8 is built on the MQB modular architecture, the use of which allowed the car to drop up to 85 kilograms of weight at once. The front suspension on a three-volume vehicle is represented by MacPherson struts, the rear is a four-link design with a steel subframe on front-wheel drive versions 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. Optionally, for the “bae-eighth” a sports chassis or an adaptive DCC suspension with electronically controlled shock absorbers are offered.
Options and prices. In Russia, the eighth “release” of the 2016-2017 Volkswagen Passat is offered only with 1.4 and 1.8-liter gasoline engines and a 150-horsepower diesel engine (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 an “intermediate” option you will need to pay at least 1,689,000 rubles, but for “full stuffing”, dealers ask from 1,829,000 rubles.
Especially for our country, the three-volume vehicle is equipped with a “suspension for bad roads” and a full package of heating equipment, including electric heating: steering wheel (optional), front seats, windshield and washer jets, exterior mirrors.
- The most “empty” Trendline sedan is equipped with: six airbags, 16-inch alloy wheels, ABS, ESP, EBD, air conditioning, tire pressure monitoring system, multifunctional steering wheel, rain sensor, eight-speaker audio system, start / stop technology » and some other functions.
- The 'Comfortline' option adds: LED headlights, parking sensors, comfort start function, 6.5-inch LCD color touch screen, USB and AUX-IN support for the audio system, three-zone climate control, a fully folding front passenger seat back 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 touch screen and a proximity sensor, voice control, DVD support, a 64 GB hard drive, iPod / iPhone connectivity , keyless entry system, rear view camera, folding outside mirrors.
Four-wheel drive, "mechanics" and more
If you do not take into account the features of the "machines", then the transmission is more than reliable. Minor difficulties are associated only with the anthers of the front CV joints, there are frequent cases when they flowed at runs up to 50 thousand due to loose or flown clamps. It is recommended that this assembly be checked, and if a non-factory clamp is installed, then a thorough revision of the state of the CV joint itself is necessary.
All-wheel drive vehicles with a Haldex clutch in the rear wheel drive perform well. The latest generation clutch itself is still working reliably, it is recommended to change the oil in it at 40-50 thousand mileage, not earlier, the electrician does not fail, the pump will pass 120-180 thousand kilometers even if there is no maintenance, with runs above 200, the unit usually requires repair.
Again, there are no difficulties with the angular gearbox. True, this is all provided that a heavily tuned motor is not worth it. With a 350-horsepower engine under the hood and regular “races” on the tracks, all transmission elements are at risk - you can “roll up” the driveshaft, the rear gearbox, and the clutch for literally tens of thousands of kilometers.
There are no particular difficulties with mechanical boxes, provided that. Here the clutch is rather weak even for stock 1.8 TSI and 2.0 TSI engines, not to mention diesels. The clutch resource is on average about 50-60 thousand kilometers, even with careful handling, and the expensive two-mass flywheel does not last much longer, especially on diesel engines.
And if the motor is boosted, then real difficulties begin. The clutch at a torque above 320 Nm wears out literally in 10-20 thousand, and then slippage begins. The clutch from VR 6 does not fit in this place, but fortunately, tuning comes to the rescue - you can put a custom Bryce flywheel and get what you want.
But the manual transmissions themselves turned out to be less strong in practice than the six-speed preselective DQ 250 and, moreover, than the DQ 500, so for serious tuning in this case, the “mechanics” are not suitable in the best way. With a torque of 450-470 Nm, regular manual transmissions do not last long. Well, there are no purely resource problems yet, except that the oil seals of the manual transmission axle shafts can leak at high mileage.
Robots DSG7
The most successful option that could be found on generation B 6 machines - the Aisin TF 60SN - was not officially installed on the B7. If you see it in the ads for the sale, then most likely the car is not quite a B7, but its American relative, which has a very distant relation to the European B7.
Pictured: Volkswagen Passat (B7) "2010–14
Occasionally there are cars with an automatic transmission “swap”, since the manufacturer has provided everything for this - literally “take it and put it”, for example, with Passat CC or Skoda Octavia, where this equipment was one of the most common. Not a bad box, but on a Passat with a standard cooling system, it regularly overheats and does not last so long. Already after 100-120 thousand kilometers, twitches are possible due to contamination of the valve body, dirty oil and intensive wear of the gas turbine engine blocking pads, and overheating makes the automatic transmission wiring fragile. In general, this automatic transmission will overcome 200-300 thousand kilometers only with good service, but the chances are high, and it is repaired relatively inexpensively.
Regularly, cars with engines up to 1.8 TSI inclusive relied on a seven-speed “dry” DSG transmission with the general name DQ 200. VW succeeded in making an inexpensive, fast and economical automatic transmission for their cars. That's just all the users of cars with these boxes until 2013-2014 acted as beta testers. After 2014, a set of improvements to the box finally covered the main weaknesses, and the reliability of its operation increased to quite acceptable for automatic transmissions of the latest generations. Now the box began to drive stably until the moment of regular wear of the clutch kit for 120-160 thousand city mileage, without bothering with breakdowns.
Unfortunately, on machines until 2013, there were more than enough difficulties. The low resource of the clutch kit is just the tip of the iceberg. The company was constantly refining the box software to save resources while maintaining the dynamics of the car, so the first versions of the automatic transmission were noticeably “more cheerful” than the current ones.
Initially, the clutch resource often did not exceed 30 thousand kilometers, and the technology for replacing them turned out to be very complicated. After the first repair, the problems multiplied - if the technology was violated, the mechanical part of the box suffered, and the set of clutches itself did not last very long. Now the services have become adept at carrying out this procedure, and even unofficial ones change clutches with a good chance of success. But there are other problems as well.
The most obvious and fatal incident for the box DQ 200 was a very weak differential, not designed for a moment of 250 Nm from the engine and a large gear ratio of the first steps of the automatic transmission. During intensive launches, the axis of the satellites was literally welded to one of them or simply left the body. Of course, in any case, the body of the box collapsed, the wheels wedged, and only the fact that this usually happened at low speed saved from serious consequences.
In addition to the clutches, the engine flywheel also wears out at the box. Its price is high enough to pay attention to its wear and tear.
Breakdowns of the mechanical part are also not uncommon, until 2013 this happened often, especially for cars with operation in Moscow traffic jams. The wear of gear shift forks, clutch release forks, rod seats led to shock engagement of gears or a complete failure of the box. Shafts and bearings also broke down with this kind of malfunction, but sometimes the shaft bearings failed on their own.
An important part of the DSG is the mechatronics unit, which contains the control electronics and hydraulics. In the case of the DQ 200, the unit does not have external cooling, which makes it dependent on the temperature in the engine compartment, and the electric pump drive. Previously, valve bodies were not repaired, only assembly replacement was practiced, but at the moment this problem has been solved.
If you still decide to buy a car with DSG 7, and the box went into an “accident”, then even self-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 the systems of new boxes are very demanding on cleanliness, so I cannot recommend this style of repair.
Further, it is quite simple to replace the valve body drive pump, hydraulic accumulator, system seals, filter (on the condition of which much depends) and clean or replace the set of solenoids. If the board is damaged (for example, part of the wiring burned out or the contact between the electronics board and the main wiring board is lost), then few people do such repairs, but it is also possible.
Boxes from the turn of 2013 and 2014 have an order of magnitude fewer failures, especially in terms of mechatronics and mechanics, and optimized algorithms protect the clutch. Those owners who bought the car in 2013 were especially lucky - their cars have a five-year warranty, as well as earlier, frankly unreliable box options. Since 2014, the warranty has been reduced to the previous 2 years, but this is fully justified.
Robots DSG 6
The six-speed automatic transmission DQ 250 looks much more interesting, which was standardly installed with 2.0 TSI, 3.6 FSI engines and 2.0 TDI diesel engines. Its design is very different from the "dry" box. Her clutch is made in the form of packages of "wet" clutches that operate in a common oil bath of the engine.
The box is designed for noticeably more torque and is actively “swapped” instead of the DQ 200 during tuning. The main advantage of this box is the older design, which means a better balance in the reliability of all its components.
Radiator
original price
9 603 rubles
But in essence the problems are the same. The clutches do not burn, but their wear affects the contamination of the gearbox oil and the wear of the mechatronics. There is external cooling, and installing a banal crankcase protection will no longer lead to the death of the box. But the cooling is clearly insufficient, the design of the thermostat and heat exchanger allow the oil temperature to go far beyond 120 degrees, and at such temperatures, the wear of the mechanics greatly increases and the electronics begin to fail. Fortunately, most of the problems are solved by frequently changing the box oil - this is just the case when the more often the better. Once every 30-40 thousand will be optimal.
The most common problem with this automatic transmission is wear on the solenoid seats. Due to the heavy contamination of the oil during operation, the abrasive literally gnaws out pieces of the aluminum board. Garbage and shavings are a common misfortune of such boxes. It is recommended to change the filter frequently, it can be simply torn if it is very dirty. It is also worth installing an external radiator (for example, from the American Passat CC it gets up as a native) and a filter.
Seals, rubber rings and box seals suffer from chips, so leaks and pressure leaks from poor maintenance occur regularly. The mechanical part also suffers from oil contamination, dirt damages bearings and gears, and at a certain level of contamination with solid particles, damage grows like an avalanche.
DSG 6 repair is not too easy, a lot of problems arise due to unskilled intervention. Services that have mastered hydraulic four-stages and some five-stages in repair may be surprised to find that the qualifications of craftsmen and equipment are not enough even for accurate assembly and disassembly of the unit.
Both DSG robots provide very high performance to the car, but the number of expensive repairs due to their fault is very high even with low mileage. And if the DQ 250 box basically requires frequent and high-quality maintenance, then the DQ 200 until 2013 simply has too many design defects. Not all of them appear immediately, many cars managed only by replacing the block software and one clutch replacement with runs up to 200 thousand kilometers, but the chances of serious expenses with such an automatic transmission are very high. Especially during cork operation, and even with an increased temperature in the engine compartment and maximum loads.
It’s really bad for such a box when tuning motors, because with a standard limit of 250 Nm, there is software for it and even clutch kits designed for a moment one and a half times greater. In this case, the mechanics simply “burns”.
Motors
Petrol 1.8 and 2.0
The engines of the Passat B 7 are also "the most advanced". He is supposed to have only one naturally aspirated engine, this is a 3.6-liter VR 6, the rest are equipped with turbines with all the ensuing difficulties. I’ll immediately upset that all the proposed motors are not flawless in terms of the mechanical part. But the scope for tuning is simply amazing. If you read my article, then the motor from the EA888 series is used as an example, just like on the Passat. 1.4 TSI engines are tuned noticeably worse, but the increase in power compared to the factory version can be up to 50%, which is very, very much. That's just with reliability, even during normal operation, there are serious problems.
In the photo: Under the hood of the Volkswagen Passat TSI Variant (B7) "2010–14 Even at such a young age by automotive standards, there are complaints about poor tightness of intake systems, radiator pollution and cooling system leaks. You should pay attention to this when buying any gasoline Passat. Oiling the intake pipes at the same time will tell you whether the engine is using oil, and where the leak occurs - through the turbine or through the ventilation system. In general, inspection of the engine compartment, even on a fresh car, should be carried out with all the meticulousness.
A lot of engines have already gone through a piston group replacement or even a block replacement for a run of 120-150 thousand kilometers, so there may be nuances associated with an unqualified installation: damage to the wiring, violation of the laying of hoses and wiring. In addition, the owners are clearly "embarrassed" to admit to the true mileage of the cars. Sometimes you can get this information when diagnosing with a scanner, according to marks from various blocks, where “mileage rewinders” were too lazy to climb, but the condition of the engine will tell a lot to an attentive person.
The most running engine for the Passat B7 is the 1.8 TSI EA 888 family. With a power of 152-160 horsepower, it provides very good dynamics, especially in combination with DSG, and high efficiency. The two-liter 2.0 TSI engine is extremely similar in design to it, except that it is equipped with a completely different box and is more boosted in terms of torque. But the basic nuances of the design they have in common.
In the photo: Volkswagen Passat TSI (B7) "2010–14 Turbine 1.8 TSI (K03)
original price
112 938 rubles
1.8 engines are mainly the CDAA series, and two-liter engines are CCZB. First of all, you should pay attention to the tendency to oil appetite. The manufacturer struggled with this intensively, but as a result of all the replacements of the piston group, only after 2013, the option can be considered acceptable. It is not prone to coking at the slightest opportunity and has an acceptable resource.
Several different options with different thicknesses of the piston pin, piston and connecting rod on machines until 2013 are limitedly compatible with each other, but all have the unpleasant property of starting to devour oil at the slightest overheating or a rare oil change. This is due to the strange design of the piston rings, insufficient oil flow from the oil scraper ring and its weakness.
An additional factor contributing to losses is contamination of the crankcase ventilation system, leakage of gaskets and seals, a tendency to coking of intake valves, increased wear of intake valve guides and low life of their seals.
Pictured: Volkswagen Passat TSI Variant (B7) "2010–14 Another nuisance that every owner will face is the small and unpredictable resource of the timing chains and oil pump. On average, it does not exceed 120 thousand, although there are unique ones with runs over 250 on one chain. Yes, there are also breaks in the pump circuit, especially during winter starts. The pump itself rarely fails, but in any case, the result is fatal to the engine.
The icing on the cake is the execution of the pump and thermostat in a single unit with a plastic case. Plastic from the age of three years is prone to warping and leaks. The price of the node is quite high, in addition, the motor is very sensitive to coolant leaks and overheating.
Pump with thermostat 1.8/2.0 TSI
original price
13 947 rubles
With all this, the engines of this series have a large margin of safety of the piston group, a good crankshaft, a durable block and a boost margin of one and a half to two times without interfering with the piston group, only with the replacement of turbines and the power system.
Moreover, moderate forcing does not greatly affect the resource during normal operation, at least because tuning firmware first of all reduces the operating temperature, which has a good effect on the condition of the engine. They also require the use of a higher quality and viscous oil and more frequent oil changes than prescribed by the maintenance schedule. A very significant number of cars in Russia have chip tuning, do not be too afraid of this when buying, but in this case you should take a closer look at the state of the automatic transmission.
Petrol 1.4
The younger brother of the "big" 1.4-liter engines is noticeably more fragile. Its piston group does not tolerate forcing, the pressurization system has a weak 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 the most common. Less common is the variant of the 160 hp twin supercharged engine. s., CTHD / CKMA series. It is very rare to find variants of this motor optimized for operation on compressed gas, the 150 hp CDGA series. With.
Pictured: Volkswagen Passat (B7) "2010–14 Oddly enough, the best option is precisely the “gas” engine. It has a hardened piston group, which is almost not prone to coking, a more durable cylinder head material and a nominally lower operating temperature. Dual-supercharged engines have a very complex intake system, with a compressor and a turbine, and therefore a high cost of maintenance after the warranty expires.
Timing chain 1.8/2.0 20V
original price
4 993 rubles
In Europe, they were in demand for a combination of high power and amazing efficiency. 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, while in the urban cycle the consumption can be less than 9 liters, which is a serious achievement for a car of this mass with a gasoline engine.
Problems with the timing chain are typical mainly for cars manufactured before 2012, but surprises are possible after. In any case, the resource will not exceed 120-150 thousand, and when noise appears, it is recommended to change it immediately, without waiting for the jump. If the motor is older, then check if the front cover of the engine has changed - on the new design, the protrusions that prevent chain jumping are a more aggressive configuration.
You also need to monitor the cleanliness of the oil-water heat exchanger (its block is inserted into the intake manifold and is contaminated by crankcase gases), the serviceability of its cooling pump, and the cleanliness of the intercooler radiator section. And even with the systems in full working order, it is recommended to carefully monitor the operating temperature of the engine and the quality of gasoline. "Burning off" after a plug can lead to piston burnout, just like summer "races" on the highway at speeds close to maximum speed.
Pictured: Volkswagen Passat Alltrack (B7) "2012–14 The same consequences are caused by refueling with 92-m gasoline, ignoring errors in the fuel equipment or failure of the turbine adjustment servo drive in the closed position. A little more trouble can be delivered by the existing tendency to coking of the piston group at standard oil change intervals of 15 thousand kilometers. It occurs less frequently than on 1.8 / 2.0 engines, but it is not so painless.
Motor in the version of 122 liters. With. rather weak for this machine, and with firmware for 150-160 liters. 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 reduction in fuel consumption and maintenance costs is unlikely to compensate for this disadvantage.
Petrol VR 6
The top 3.6 BWS motor is frankly rare. A very interesting design has a good resource in general, but there are also enough shortcomings. At least a timing chain with an insufficient resource, the replacement of which requires the removal of the motor. It is located on the flywheel side, and the replacement of the lower chain is, in principle, impossible on the machine. Valve coking, a tendency to coking of the piston group are also noted. The dense layout, complex inlet, extremely complex cylinder head design also do not contribute to lower operating costs. Despite not being supercharged, it is hardly lighter than the 1.8 TSI.
Diesels
HPFP 1.8 TSI
original price
14 215 rubles
Diesel engines are mainly represented by two types of engines - 2.0 TDI with 140 hp. With. The CFFB series with unit injectors is a relatively old design, the second CBAB engine is already with Common Rail injection.
The option with pump injectors is considered unequivocally resourceful and reliable, and the disadvantages associated with high wear of the camshafts and a drop in oil pressure in the cylinder head are known and solved. But new engines with electronic injection with the same power are much more responsive, have lower consumption and fewer expensive parts.
Of course, due to rare complaints, they get the impression that these are the most reliable engines on the new Passat. It may well be that this is so, but 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 a particulate filter, when operating in traffic jams, increase the number of failures and reduce the resource.
In the photo: Under the hood of the Volkswagen Passat "2010–15 Is it worth taking?
For such a new car, the Passat B 7 has a lot of problems. Particularly unpleasant are the failures of engines and gearboxes with runs up to 150 thousand and expensive repairs at the same time. But other than that it's not that scary. The body isn't perfect, but most cars are holding up well so far. The salon has become noticeably better than its predecessor. The electrics are a little more complicated than those of most cars, but it also gives a lot of opportunities, raising the comfort of use at times. In addition, most repairs are carried out under warranty or as part of the manufacturer's post-warranty service, so that the owners do not bear the full burden of costs.
If you take such a Passat, then as fresh as possible.
It is the latest series of machines that are less likely to have problems - just in time for the sunset, the PQ 46 platforms have corrected all the problems that have been dragging on for a pair of PQ 35 / PQ 46 platforms since their introduction. Both motors and gearboxes have become much more reliable, having got rid of childhood diseases. More specifically, I would advise a car with 1.8 on the "mechanics" or 2.0 with a well-maintained DSG 6. Do not count on a carefree future - sooner or later the car will ask for investments, but it is quite possible that by that time it will no longer be in your hands.
Pictured: Volkswagen Passat (B7) "2013–14 
The eighth generation of the 2020 Volkswagen Passat model year has the B8 index, and has practically no differences for the US, European or Chinese markets. This is a solid and squat sedan car.
The main difference between the sedan on the new platform and its predecessors (B7) is a radical change in proportions and a set of high-tech "assistants" that simplify driving (for example, the "Area View" all-round view unit). Depending on the configuration, the multimedia display can be installed with a diagonal of 5, 6 or 8 inches.
The sedan is equipped as standard with a gasoline engine (1.4 l, direct fuel injection, turbocharging, 125 or 150 hp). For Europe and the USA models with petrol (1.8 l and 2.0 l) and diesel (1.6 and 2.0 l) engines are produced.
In conjunction with a gasoline engine, a six-speed “mechanics” gearbox or a 7-speed DSG “robot” can go. 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 (combined mode), accelerate the car to 100 km / h in 8.6 seconds, and provide a maximum acceleration of up to 220 km / h.
The appearance of the new Passat B8 from Volkswagen received not many new design solutions. Of interest are the headlights - the highlight of the exterior: their original drawing of the halogen "stuffing" of running lights is framed by lines of LEDs (in a separate modification, fully LED lights are optionally offered).
Connecting the headlights with a chrome grille and equipping the front with a embossed bumper gives the car a somewhat aggressive look, but aerodynamic bumper elements and stylish foglights “smooth out” this impression.
There are also unusual elements in the exterior - a coupe-shaped roof and sharp strokes of stamped hood elements.
The rear of the Volkswagen Passat b8 is reminiscent of the prestigious Phaeton: the shape of LED lights (their graphics directly depend on the corresponding configuration) and a powerful bumper with two trapezoidal trapezoidal exhaust outlets give a similarity.
The interior of the G8 Volkswagen Passat 2019-2020 model year is interesting and expensive: unlike the previous generation, the model resembles luxurious interiors of premium cars. First of all, the line of air ducts of the interior heating system draws attention to itself, which copies the radiator grille and crosses the entire panel.
The multifunctional steering wheel has a sporty design - it is truncated at the bottom, and instead of the instrument cluster, the consumer can get an “analog instrumentation” recessed in small “wells”, or an interactive electronic panel with a display.
The interior of the cabin contains genuine leather and inserts made of soft plastic, aluminum and natural wood.
The VW Passat B6 model can hardly be called old, because it was produced from 2005 to 2010. Based on the reviews of the owners, we will consider in detail the advantages and disadvantages of a used car in the secondary market, so to speak, we will wash all the bones and conclude that it is important to consider, if you want to buy a Volkswagen Passat B6 with mileage, what typical malfunctions are found on sedans and station wagons Passat B6 b /y.
At all times, Volkswagen cars have been among the best and most popular in the world. Their most important advantage is high reliability and true German build quality. However, not everyone can afford to buy a brand new Passat. That is why motorists in Russia, and probably still in many countries of the world, show a tangible interest in the used car market, where sedans and station wagons (gasoline and diesel) Volkswagen Passat B6 with mileage are quoted quite well, as well as their predecessor. Volkswagen Passat B5.
TDI FSI TFSI engines for Passat B6 with mileage, reviews
The heart of the car is perhaps the most important indicator for a real motorist. What are the most popular options, and why are they good / bad?
Volkswagen Passat B6 2.0 FSI engine - according to reviews, 2.0-liter aspirated engines produced before 2007 are considered not the best option among the Passat. They often have the following problems that require repair or reconfiguration:
- difficult start in frosty weather (which, however, is solved by reconfiguring the computer);
- although for the Passat B6 2.0 FSI, the manufacturer promises 90 thousand kilometers without replacing the timing belt, the timing belt is subject to increased wear, and in reality problems can arise after 60 thousand;
- it is very likely that the corrugations on the exhaust system are broken.
Passat B6 2.0 TFSI engine - according to reviews, the turbocharged version of the 2.0 engine is more suitable for power lovers, because the acceleration dynamics are excellent: from 0 to 100 in just 7.6 seconds! Yes, that's just it and a minus at the same time, because the previous owner could decently roll the motor. 2.0 TFSI did not find other characteristic weaknesses.
The 1.8 TFSI engine has appeared in the line of engines for the model since 2008. There are more problems with it:
- with greater mileage, the solenoid valves of the turbine begin to fail;
- failure of the high pressure pump;
- somewhere around 60 thousand, the intake manifold will need to be replaced;
- The timing belt will completely become unusable and stretch, due to the wear of the hydraulic tensioner.
The most powerful engine is 3.2 FSI. The Passat B6 with FSI, in addition to the obvious huge expense, is usually subject to the same ailments as its weaker counterparts (problems with the timing and hydraulic tensioner). The common problems of some of the above options for the power plant, (specifically FSI), should include a malfunction in the form of failure of the ignition coils to work.
Reviews of the Volkswagen Passat B6 diesel (1.6, 1.9, 2.0 TDI) allow us to conclude that for those who want to buy a used car, it is better to choose engines equipped with the Common Rail system (produced since 2008) from diesel engines. Older engines with pump injectors are very sensitive to low quality diesel fuel, which, as a rule, "die" by 100 thousand mileage.
Drive for Volkswagen Passat B6 with mileage, reviews
Almost all Passat B6 models are front-wheel drive. However, if you want, you can find a used car with 4Motion all-wheel drive. The system has been significantly improved and the mechanical differential has been replaced by a Haldex clutch. According to the reviews of the owners, the all-wheel drive Passat B6 (4Motion) is an excellent system that has no particular drawbacks. In normal mode, it supplies 100% of the torque to the front axle, and if the front wheels of the car lose traction, then the distribution occurs equally to both axles.
Gearboxes manual transmission and automatic transmission for Volkswagen Passat B6 with mileage, reviews
In total, there are three different gearbox options for the Passat B6.
The mechanics on the Passat B6 (especially if the manual transmission is paired with a diesel engine) - the dual-mass flywheel wears out quickly and becomes unusable (it becomes clear when uncharacteristic knocks appear when starting off). In cars of the year of manufacture from 2008, gears or a 1st speed synchronizer sometimes break.
Reviews about the Volkswagen Passat B6 automatic indicate that the Tiptronic automatic transmission on a used car often suffers due to the rapid wear of the valve blocks responsible for switching from one gear to another. There is a jerking car.
DSG robotic box on the Passat B6 - the robot suffers from problems with the mechatronics unit (with high mileage). Often, the entire unit needs to be replaced, but sometimes reconfiguration saves.
Front and rear suspension Passat B6 with mileage
When choosing a used Passat B6, you need to carefully inspect the front and rear suspension, which will tell you about the actual mileage of the car. The first in the front suspension at the turn of 50-60 thousand km, the silent blocks of the front levers wear out, by 100 thousand km, as a rule, the stabilizer struts become unusable, and by 120 thousand the silent blocks of the subframe. The most durable parts in the front suspension are ball joints that can go 200 or more thousand.
The rear suspension on the Passat B6 is more durable and reliable. The breakaway levers will have to be changed first at 80-100 thousand km, then with a run of 100-120 thousand km they will require the replacement of the stabilizer strut. The remaining elements of the rear suspension will require attention after 200 thousand.
Steering rack for Passat B6 with mileage
All VW Passat vehicles are equipped with electric power steering. On models that went on sale before 2008, a problem often manifests itself: the rail bushings wore out too much by 70-90 thousand km. This resulted in a strange racket rattle when driving over uneven sections of the roadway. After 2008, the problem was fixed by redesigning the entire node.
Elektroruchnik Passat B6 with mileage
Perhaps this detail is a kind of Achilles' heel of the Passat B6 (ie, a weak point). The button that is responsible for the mechanism often does not work. In rare cases, there is a problem with the actuators themselves.
Volkswagen Passat B6 disadvantages with mileage, reviews:
- The first and most basic minus is the overpriced average market price, as for a used car. Yes, this is a business class, yes this is a real German, but still not new ...
- Problems with electronics (radio, engine start with a button, electric handbrake, air conditioning regulators, etc.).
- A little rust in places of chips.
- The slightly high rear makes parking difficult, especially if you've never driven bulky sedans or station wagons before.
- Problems with the timing, hydraulic tensioners and intake system corrugations.
- Expensive body and interior parts.
- Quick failure of silent blocks (especially in front).
- High pressure pump failure.
Advantages of the car:
- The car is practically not subject to corrosion, body parts change only after the most difficult operating conditions of the sedan.
- Level security. At one time, she received 5/5 Euro NCAP stars.
- Finishing materials are at their best, because this is a German business class.
- Comfortable chairs, excellent lateral support, extensive adjustment range.
- A huge selection of power plants, from diesels to turbocharged aspirated.
- A big plus is the availability of models with all-wheel drive.
- High handling and stability on the road.
- Rich equipment.
- Durable rear suspension.
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) make no sense to consider. The increase in power is minimal, but there are enough problems. First of all, the direct injection power supply system with a high-pressure fuel pump, capricious, unstable to low temperatures, and besides creating ideal conditions for coking of piston rings, fails. 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, there are slightly fewer problems, but the main suppliers of problems are the same: a piston driving oil and a weak timing drive. 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. If you want the cheapest operation, look for 1.9 without a 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 EA189 family - 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 a characteristic problem with the 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.
- The powerful VR6 engine 3.2 FSI (AXZ) makes the Passat related to the first generation Porsche Cayenne. 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.
