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 chassis, 5 is the brake, 6 is the 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 the 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, a real resource of 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! At best, the most acceptable is 1.6 MPI, but it doesn’t go, it really doesn’t go ...
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. The rest is not a problem at the moment, 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 points are the rear silent blocks of the front levers, they 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 talk about the braking system. The weakest point is the 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 handbrake motor housing and disables it. 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. You also need to replace the brake hoses in the 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.
Volkswagen Passat in the mind of a Russian person has established itself as one of the pillars of the business class.
And there were reasons for that: the machines of the B3-B4 series made a revolution in their time. Simple, reliable, superbly comfortable and durable, they still run across the expanses of Russia. But subsequent generations have changed. First of all, they became more difficult, and the B5 generation was generally made on the Audi platform with a longitudinal arrangement of the power unit and multi-link suspensions front and rear.
Technical features
But the topic of this article is the next generation, the sixth. It seems much closer to the classic B3/B4 models. There is the same transverse motor and a “multi-link” - only at the back, and exactly the same as on the VW Golf V, because these cars are made on the same platform, and in general they are structurally similar in many respects. But it's not worth comparing them in terms of looks and feel.
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In the photo: VW Passat B3, B4, B5
The Passat is up a notch, and you can feel it in everything: the size of the cabin, the quality of the trim, the number of options, the basic equipment, and the choice of engine and gearbox options. And of course, the Passat B6 has become one of the most popular cars in its class, despite the presence of traditional strong competitors in the face of Ford Mondeo and premium brands. And the secret of success seems to be known. At a price only slightly higher than that of classmates, in terms of driving performance, ergonomics, comfort and equipment level, it was closer to premium-class cars, which practical Germans really appreciated. And they also offered buyers an excellent choice of diesel engines, and with a very lively character, and engines running on bioethanol, E85 fuel and compressed natural gas. Everything was perfect in this car: both super progressive automatic transmissions, equally modern engines, and the reviews of journalists and owners about excellent comfort and handling were also pure truth. The overall feeling of the quality of the car was high, and second-hand examples are often beckoning to buy them. But the devil is in the details, and progress is paid at a high price, in this case, the reliability of power units and automatic transmissions.
On the picture: vw Passat B6
Breakdowns and problems in operation
Engines
There were a lot of engines for the Passat, they are all familiar from the description, but in this case the priorities are slightly different. After all, the car is heavier by more than 150-200 kg. The especially reliable 1.6 engine with 102 hp known from Golf. expectedly turned out to be relatively little in demand. The dynamics of a heavy car with him is already frankly not even up to comfortable, only phenomenal simplicity and low cost of maintenance help him out. The main motors for the model were clearly to be completely different units, more powerful. The popularity of the model was not greatly overshadowed even by the earlier identification of problems with the most modern engines. At first glance, the optimal atmospheric 2.0 FSI refused to start even in light frost, and besides, it pleased with high oil consumption and unreliable direct injection fuel equipment. 1.4 TSI, powerful and economical, as it turned out, too complicated and problematic, with an unreliable chain, fuel equipment and turbocharging system. A weak 1.6 FSI engine is almost never found in our country - and rightly so. The dynamics are no better than those of the eight-valve 1.6 with distributed injection, and there are a complete set of problems. There are capricious fuel equipment, and a chain ... In general, all the troubles are 1.4 TSI, but the atmospheric 1.6 FSI also “does not pull”. The more powerful 1.8TSI and 2.0TSI turned out to be very reliable against their background and practically “saved” their reputation; in subsequent years, they gained the greatest popularity on the Russian market. Rare "immediate" V-shaped "sixes" 3.2 FSI and 3.6 FSI also cannot please with their trouble-free. The troubles are the same as with a two-liter unit, and 3.6 can also please with a whole set of mechanical problems. It is also worth considering that cars with these motors are taken with an initial “aim” for fast driving with appropriate wear.
Diesel engines are a real joy for owners, especially the older 1.9 TDI with a conventional injection pump and a medium power 2.0 with pump nozzles and a common-rail power of 140 hp. With such engines, the car does not please with racing dynamics, but it is not slow-moving either, reliability is noticeably higher than that of gasoline engines, and fuel consumption is ridiculous. The 1.6 turbodiesel is almost never found in our country, but it didn’t deserve much negative, but the most powerful 170-horsepower BMR diesel engine turned out to be much more capricious than the younger versions, it has much more frequent problems with fuel equipment and turbines. It is here with an adjustable nozzle apparatus, and any unnoticed error rather leads to the failure of the piston group, yet the degree of forcing is very decent. The same power engine with common rail fuel injection is somewhat more reliable due to less capricious fuel equipment, but the turbine is the same here.
Transmission
DSG boxes were also a very unpleasant surprise. The Passat B6 was released in 2005 and became one of the first cars to be massively used with dry clutches, and it was installed on the most “running” 1.4 and 1.8 TSI engines. And the result was not slow in coming. The owners of the first Tradewinds went through all the circles of hell with the replacement of the firmware of the control units, the replacement of the clutches and the complete boxes themselves. The first revisions of the DSG turned out to be remarkably "raw", despite the bravura reviews in the press about excellent dynamics and smoothness. Boxes annoyed with jerks in traffic jams and a quick failure of clutches or other components. In general, it didn't work. A six-speed DSG with an oil bath clutch had already been debugged by this point and did not cause so many problems, but problems with the mechatronics unit and software failures ensured it notoriety. Such "robots" were installed on cars with engines from 2 liters, including all diesel ones. In Europe, the number of cars with automatic transmissions is traditionally not too large, but when the situation with DSG began to affect sales in Russia, conclusions were drawn quickly - a conventional hydromechanical six-speed automatic was offered in conjunction with the 1.8 engine. From 2006 to 2008, cars were equipped with a conventional Aisin TF-60SN hydromechanical automatic transmission, however, it did not turn out to be absolutely problem-free either. The version, devoid of an additional radiator, also managed to please the owners with overheating and failure of the valve body, however, it still remained more reliable than both types of preselectors. A similar automatic transmission on cars from the USA has a full-fledged box radiator and does not suffer from overheating. Yes, and it is used there with 2.0FSI, 2.0TSI and 3.2 FSI engines of all years of manufacture. On all-wheel drive European cars produced from 2008 to 2010, you can also find this box in the version with the “correct” cooling.
Not confused yet? If you buy a VW, you will get used to it, in different years there are different configurations and different engines, often even by the VIN number you cannot understand what was installed on the car. Moreover, often the owner does not know what kind of box he has until it breaks. Fortunately, after many years, almost all DSG boxes received software updates, clutch units and mechatronics, and even changed the base oil to “mineral water” last year, synthetics were accused of just destroying the wiring in mechatronics. And as a result, even the seven-speed DSG has become relatively budget-friendly to maintain, but still, if possible, avoid the “seven-steps”. By the way, on the Passat B7, which is essentially a restyling product of the B6 generation, automatic transmissions are again only DSG. Choosing a car with a manual transmission allows you to look to the future with optimism, but you just need to remember that all chain motors really don’t like setting “in gear” instead of a parking brake - here you can damage the engine. And the price of a dual-mass flywheel can be unpleasantly shocking - the cost of the original part can exceed half a thousand dollars, and repairs will cost four times cheaper.
Chassis
The suspension of the car does not cause much trouble, except that the abundance of configuration options and the unsuccessful selection of elements during repairs can completely destroy the excellent handling of the car. As always, bushings, anti-roll bar struts and lower wishbones most often fail. But it's a sin to complain! Otherwise, without serious intervention, the suspension can cover all 100-150 thousand kilometers, and after a slight shake-up and replacement of shock absorbers, almost the same amount will pass.
Electrician
Salon electronics can surprise. For example, to independently open windows and a sunroof in the rain or in winter for “ventilation”, turn on the heated seats to full in the hot summer, or please other, smaller problems. Unfortunately, many of them are not solved by restarting the engine, and even numerous software updates for control units leave “floating glitches”, and one can only guess how it bothered the first owners. Sometimes the electric power steering fails - it is the same here as on the Golf, but on a heavier car, its motor may not be able to withstand it, especially if the owner likes to turn the steering wheel while standing still. Against the backdrop of global problems with the reliability of the main units, the warning about seizing motors of the climate control system, a not very successful air conditioning compressor and corroding radiators looks like sheer babble, but still, check these nodes as well. The machine is really complex, all its components are tightly packed and lightweight, and the cost of original components is very high. But the abundance of non-original spare parts pleases, both from “related” Seat and Skoda models, both from European vendors, and various Chinese ones.
Body and interior
The quality of assembly and interior materials turned out to be, perhaps, higher than that of other similar years of production. But chrome has a habit of peeling off literally in the second or third year of a car’s life, and the paintwork and the letters ZZZ in the wine number (these letters do not indicate galvanization, contrary to popular belief) do not save from unpleasant corrosion on thresholds and arches. Here, paradoxically, an example should be taken from. Yes, in the "zero" everything is not the same as it was in the "nineties". For high performance you have to pay a lot, reliability and money. The example of the VW Passat B6 once again reminds of this. In an effort to provide excellent performance in terms of dynamics and fuel efficiency, the manufacturer endowed the car with very fragile power units and transmissions. This does not mean that the car is bad, but one must be prepared for breakdowns and provide appropriate maintenance and diagnostics. As a reward, the Passat will offer high comfort, an excellent interior and high quality workmanship of all related elements, from suspensions to most of the electronics, and after all, “little things” can get no worse than a small gearbox or motor resource. If we are talking about choosing a specific configuration, then among the most trouble-free gasoline cars will be a car with a “boring” 1.6 MPI engine and manual transmission. But if you want to have business-class dynamics, you will have to look for either late, from 2008 to 2010, 1.8TSI and 2.0TSI engines with a manual gearbox, or a car with a 1.8 engine and a classic 2006-2008 automatic machine with an additional radiator installed boxes. You can also look for an “American”, but despite the successful automatic transmission in general, cars from across the ocean are aliveThe first official show of the Passat of the sixth generation (B6) was held on February 15, 2005 in Hamburg, and already in March the car could be "touched" on the stage of the Geneva Motor Show. Its mass production lasted until 2010, after which a new generation model was released. Despite the high cost, the "be-sixth" was in high demand - more than 2 million of these machines were produced in total.
The appearance of the Volkswagen Passat B6 sedan is made in the classic style for a German company, and against the background of many competitors it looks somewhat modest. But at the same time, the car is noticeable in the stream due to complex headlights, a swift profile with a sloping roof and a heavy stern topped with LED lights. Well, the abundance of chrome in the exterior design and serious dimensions give this Passat an impressive and solid look.
The dimensions of the body of the "German" fully comply with the canons of the D-class: the length of the sedan is 4765 mm, height - 1472 mm, width - 1820 mm. The wheelbase of the "German" is 2709 mm, and the ground clearance is good - 170 mm.
The interior of the 6th generation VW Passat has a calm and concise design, and its design is made with simple lines. The most interesting element is the instrument cluster with slightly recessed dials with a chrome frame. The center console is the location of an audio system with a monochrome display (or a color display of a multimedia complex) and a “microclimate” control panel.
The cabin of the sixth generation is tailored from high-quality plastics, real aluminum and genuine leather (in the most advanced versions), which form a "single whole" due to the high level of assembly with careful fitting of all details.
One of the advantages of interior decoration is spaciousness and impeccable ergonomics. Simple-looking front seats "flaunt" a comfortable layout with sufficient lateral support and excellent adjustment ranges. In terms of space, the rear sofa is suitable for three passengers, only the one sitting in the middle will be disturbed by a block with separate air vents.
The trunk of the "sixth Passat" is huge - 565 liters. To increase the cargo compartment, the second row seats are transformed in a 60:40 ratio, forming a flat platform for transporting goods and 1090 liters of volume.
Specifications. On the Russian market, the "be-sixth" was offered with five gasoline units. The smallest is a 1.4-liter turbo engine that generates 122 horsepower and 200 Nm of torque. Behind him is a supercharged 1.8-liter “four” with a return of 152 “horses” and 250 Nm of thrust. The "top-of-the-line" variant is a 2.0-liter 200-horsepower turbo engine producing 280 Nm. The atmospheric part is formed by units with a volume of 1.6 and 2.0 liters, issuing 102 and 150 “mares” (148 and 200 Nm, respectively). There was also a two-liter turbodiesel that develops 140 horsepower and 320 Nm of peak potential.
In tandem, the motors went to a 5- or 6-speed "mechanics", a 6-speed "automatic" Tiptronic, a 7-band "robot" DSG with a pair of clutches. By default, the car was equipped with a front-wheel drive transmission; optionally, 4Motion technology with an electronically controlled Haldex clutch was available (under standard conditions, up to 90% of the moment goes to the front axle). Depending on the modification, the Passat B6 exchanges the first hundred in 7.8-12.4 seconds, and the “maximum” is 190-230 km / h.
In other countries, the power line of the car was much more diverse: 1.4-2.0-liter gasoline turbo engines producing 140-200 horsepower, atmospheric units with a volume of 1.6 and a capacity of 105-115 "mares", as well as V-shaped "sixes" for 3.2-3.6 liters, the potential of which is 250-300 forces. The diesel part united "fours" with a volume of 1.9-2.0 liters, producing from 105 to 170 "horses" of power.
The sixth-generation Passat is built on the PQ46 bogie, which implies a transverse engine and a fully independent suspension (MacPherson strut front and multi-link rear). The steering system is aggregated with an electromechanical power steering, and disc brakes on each of the wheels (ventilated on the front).
The advantages of the car are an attractive appearance, a high-quality interior, excellent handling, high-torque engines, a large supply of space in the cabin, good dynamics, a high degree of safety and a strong body.
Disadvantages - not ideal head lighting, poor sound insulation in the area of \u200b\u200bwheel arches, harsh suspension and high cost.
Prices. In the Russian market, the Volkswagen Passat B6 is available at an average price of 550,000 to 850,000 rubles (data from the beginning of 2015).
The Passat in the B6 body entered the assembly line in 2005 and existed in this form until 2010. The sixth generation of the people's car became a turning point for the Passat: if the early models differed little from Audi (like the B5 version, built on the Audi platform A4 / A6), then this car was created on the upgraded PQ46 chassis from the fifth Golf. This entailed a return to the transverse engine layout, a simpler McPherson front suspension (instead of the previous multi-link) and a multi-link rear suspension (instead of a semi-independent beam) - driving performance only benefited from this. Sedans and station wagons lost their strict forms, but at the same time they grew up, began to look more solid, and be equipped with richer ones. But all this progress has shaken the reputation of the car, once considered one of the most reliable in its class.
ENGINE
The range of power units is quite wide. And the most reliable engines, as you might guess, are the good old aspirated 1.6 liters (102 hp) with distributed fuel injection. "Quietly you go, you will continue ”- just about them. The small number of versions with these engines in the secondary market is quite justified: 12.8 seconds to hundreds is too short for a D-class sedan. The remaining gasoline units were equipped with direct injection, and mostpowerful - also a turbine. And this is where you need to keep your eyes peeled. And sometimes literally. So, for example, if the most popular 1.8-liter turbo engine in the range (160 hp) began to make rumbling sounds, then most likely you will have to go to replace the timing chain and its hydraulic tensioner. And this can happen very early - already at 100 thousand km. It is better not to delay this, so as not to run into a replacement for the block head. But the end of the warranty period is fraught with other surprises: by the end of the first hundred, the intake manifold is sometimes “covered”; a pump combined with a thermostat and a temperature sensor; turbocharger control solenoid valve ... And if you refuel with low-quality fuel, then you can “get” to the heap and the high pressure pump. In addition to this, all engines with direct injection do not have the most stable ignition system: with insufficient warming up, candles are quickly “killed”, which thereby disable the ignition coils. And do not forget to monitor the oil level: with active driving, consumption can reach up to half a liter per 1000 km. Not a lot. But a more powerful turbocharged engine (2.0 l, 200 hp) in a fairly shabby condition can eat twice as much! But this unit is still less capricious, except that on engines until 2008, due to insufficient lubrication, there were cases of wear on the intake camshaft cam, which actuated the fuel pump.
Complete set with a 1.8 TFSI turbo engine - oneof the most common on the secondarymarket. Its main drawback is not the mostreliable timing chain drive
Atmospheric "direct" engines 1.6 FSI (115 hp) and 2.0 FSI (150 hp) sinned with a poor start in cold weather (the problem is solved by flashing the computer at the dealer) and rapid wear of the timing belt, which should be changed in advance - already when 60 thousand km. The most powerful gasoline engines of 3.2 liters (250 hp) have shortcomingsrelatively few: including chain stretching and high fuel consumption (about 14 liters in the city).
There are not many 1.4-liter TSIs on sale: how in the case of 1.8 TFSI, you should be carefulto the timing chain
But, perhaps, the most successful power unit for the Passat is a 2-liter turbodiesel (140–170 hp) with a Common Rail system, produced since 2008. If these engines are refueled with normal diesel fuel, then problems should not arise. Otherwise, replace the injection pump. The rest of the diesel engines are more picky about the quality of fuel: expensive unit injectors installed separately for each cylinder can fail here.
Atmospheric motors with directfuel injected (1.6 FSI and 2.0 FSI) hadproblems with starting in the winter season, whichsolved by flashing the ECU
TRANSMISSION
With mechanical boxes, everything is relatively clear: after 150 thousand km, clicks and knocks may occur at the start of movement. These are the first signs of a worn-out dual-mass flywheel coupled to a manual gearbox on diesel vehicles. The 6-speed automatic Aisin, which suffered from overheating, could also throw problems: often, by 80–100 thousand km, its bearings and valve body failed. But the infamous DSG robots can deliver the most trouble. The lesser of evils is the DQ250 “six-speed” with a more durable “wet” clutch, the weak point of which is the mechatronic hydraulic control unit. But even after replacing it, shocks during switching may appear again. DSG-7 (DQ200) with dry clutches can cause problems not only with “mechatronics”, but also with a “raw” control program and weak clutches. Fortunately, in 2010 the clutch discs were reinforced, the ECU was pre-flashed, and in 2012 VAG extended the warranty for the DQ200 box to five years or 150 thousand km. Also reassuring is the fact that the cost of repairing such boxes has dropped dramatically over the years: the most expensive DSG-6 repair "turnkey" in a private service has fallen in price almost three times and usually does not exceed 120 thousand rubles.
Cars older than 2008 often have nikal knock in steering gear: rack bushingsfell into disrepair by 60-100 thousand km
Intervention in the rear suspension is rare required before 100 thousand km
SUSPENSION AND RUNNING
Against the background of all of the above, the running gear is unpretentiousness itself. The weakest point of the front suspension is the silent blocks of the front levers, which at first served no more than 20-30 thousand km. After modernization in 2008, these parts began to run 2–3 times longer. Most consumables such as front and rear stabilizer struts, steering tips, front shock absorbers, silent blocks of the front subframe and rear breakaway arms, become unusable by about 100 thousand km. The electric power steering is very reliable, except that for cars manufactured before 2008, the owners were dissatisfied with knocking on bumps, which was caused by quickly wearing steering rack bushings.
BODY, ELECTRICAL AND INTERIOR
After long Russian winters, chrome, of course, peels off, but there are no complaints about the hardware. But with numerous electronic "gadgets" you can pretty much suffer: the parking brake electric drives, the rotary mechanism of the adaptive head optics, the door and trunk locks, the factory radio tape recorder fail ... But the breakdown of the electronic lock is the most unpleasantELV steering column, which is changed only at an authorized service due to the need to flash the immobilizer. A long list of "diseases" does not mean that all this necessarily happens on every car, these are just possible problems.
The equipment of the Passat salon is one of the best in the class
For security by Euro NCAP Passat byreceived the maximum 5 stars. Total score - 34 out of 37 possible
pros
Modern and rich equipment, balanced chassis, powerful engines, spacious interior, liquidity in the secondary market
Minuses
Not the most reliable gasoline engines with direct injection, possible problems with robotic boxes, whimsical electrics
APPROXIMATE COST OF MAINTENANCE IN SPECIALIZED INDEPENDENT HUNDRED, r.
| ORIGINAL S/H | NON-ORIGINAL S/H | JOB | |
| Spark plugs (4 pcs.) | 1400 | 500 | 600 |
| Timing belt replacement | — | — | 6000 |
| Ignition coil | 6800 | 1300 | 1000 |
| Turbine | 76 000 | 24 000 | 7500 |
| Brake discs / pads (2 pcs.) | 5000/4000 | 2800/1000 | 1200/600 |
| front hub | 5900 | 2200 | 1500 |
| Spherical bearing | 2000 | 490 | 700 |
| Front stabilizer | 1300 | 400 | 800 |
| Shock absorbers (2 pcs.) | 10 000 | 4000 | 3600 |
| dual mass flywheel | 35 000 | 13 000 | 5000 |
| Hood | 21 000 | 5000 | 1300 |
| Bumper | 19 700 | 3600 | 1600 |
| Wing | 9200 | 1600 | 700 |
| Headlight (xenon) | 24 400 | 17 600 | 500 |
| Windshield | 10 200 | 4000 | 2000 |
VERDICT
Volkswagen Passat B6 due to advanced technologies has become one of the leaders in its segment. But in terms of reliability, perhaps, it loses to competitors of Japanese brands with simpler power units. On its side - excellent driving performance, spacious interior and good equipment. When buying, it is best to look for a car with a Common Rail turbodiesel and “mechanics”. Moreover, it is better to consider specimens younger than 2008, on which most childhood diseases have been eliminated.
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 the Highline configuration), 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 opposite. 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. The first is that the test car is removed from the electronic “handbrake” more smoothly than versions with less powerful engines and Tiptronic “automatic machines”. 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 the new Ford Mondeo at the presentation, many began to ask us: “Is it really one of the best cars in the D segment?” True true. “What, and even better than the 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, the ideal match of the test machines this time did not work out. In the Ford test park, we only managed to get a two-liter Mondeo hatchback in a Titanium configuration on a five-speed “mechanics”. And in the bins of Volkswagen at that time there was only a Passat sedan with an “automatic” and in a rather simple version.
