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.
Volkswagen Passat B6 was first shown in Geneva in 2005. The novelty has acquired a more sporty exterior, the smooth lines of the body panels of the Volkswagen Passat B6 gave the car a more stylish design and improved aerodynamics.
The platform on which the new Passat was built - B6 - has undergone a major upgrade. Now it has a completely different layout of the main structural elements, such as the body, chassis and power plant.
The interior of the VW Passat B6 has been radically redesigned. Now finishing materials are of the highest quality, and the standard list of options WV Passat B6 covers the widest range of equipment.
In the spring of 2007, the Volkswagen Passat B6 saw the light on a diesel engine. The new 105 horsepower BlueMotion diesel engine delivers amazing fuel economy performance. Volkswagen Passat B6 diesel consumes only five liters of fuel in a combined cycle.
In the same year, a sports version of the 6th generation Volkswagen Passat appeared in the brand's model line under the R36 index. VW Passat 2007 had a lower ground clearance. Doors, exhaust system limit switches and a false radiator grille Volkswagen Passat 2007 are trimmed with chrome. The bumpers of the car have also been changed. Among the interior features are a steering wheel truncated at the bottom, special pedal pads, aluminum inserts in the front panel, as well as Recaro seats. In addition, the model has improved braking system and suspension.
If the determining factor for you when choosing a Passat B6 is the price, then it is better to pay attention to the “older” model, for example, the 2005 Passat. It is known that you can buy a 2005 Volkswagen Passat in a used condition for only half a million rubles. Usually, the equipment of an old Volkswagen Passat 2005 includes options such as air conditioning, cruise control, and various exchange rate stabilization systems.
A 2006 Volkswagen Passat will cost a little more. Such a machine can be equipped with two types of climate control systems: Climatronic or Climatronic. Two temperature control zones allow individual adjustment of the microclimate in the right and left parts of the cabin. Moreover, the 2006 Volkswagen Passat air conditioner has a diffuse airflow mode and works without drafts.
Relatively new cars Volkswagen Passat 2008-2009 generation B6 can be purchased in perfect condition from authorized dealers. However, one should be aware of the negative feedback from the owners of the Volkswagen Passat 2008-2009.
So, for example, many people note with displeasure the poor level of sound insulation on the 2009 VW Passat, especially compared to its "the same age". Dissatisfaction is caused by the vaunted suede Alcantara seats that are installed in some versions of the 2009 Volkswagen Passat: in the summer, the back sweats from this suede, and spools also appear, which suggests that the seats are worn.
The wretchedness of the interior is also noted, the illumination of the instrument panel that irritates the eyes, as if it were some kind of.
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-litre turbo. 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.
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 aliveProduced in Germany, India, Angola, Ukraine, China and Malaysia.
Volkswagen Group A5 PQ46 platform shared with Audi A3 (8P), Audi TT (8J), Volkswagen Touran (1T), Volkswagen Caddy (2K), SEAT Altea (5P), Volkswagen Golf V (1K), Skoda Octavia (1Z), Volkswagen Golf Plus (5M), SEAT Toledo (5P), Volkswagen Jetta (1K), SEAT Leon (1P), Volkswagen Tiguan (5N), Volkswagen Scirocco (1K8), Volkswagen Golf VI (5K), Skoda Yeti (5L), Volkswagen Jetta (1K), Audi Q3 (8U), Volkswagen Beetle(A5).
Body
The body has a high resistance to corrosion. The chrome finish of the grille and moldings peels off.
The interior is well preserved and does not creak.
The plastic of the headlights quickly becomes cloudy.
Electrician
The electrics of the rear marktronics and the lighting of the number on the fifth door of the station wagon fail.
After 5-6 years of operation they refuseheating or electrically adjustable seats, electric parking brakes, door and trunk locks fail, diodes in the rear lights burn out.
By 100 t. km, the sensor of the rotary module failsadaptive headlights and they turn into normal ones.
Refuse servo dampers for air ducts located in the front panel ($ 130 each). Climate control fan motors howl to 70-80 thousand km.
On cars manufactured in 2005-2006, the air conditioning compressor fails ($ 650).
Engine
The engine is 1.8 TFSI after 100 t. km, the noise of an extended timing chain may appear ($ 260). If you start a malfunction, then the circuit may jump and you will need to replace the cylinder head ($ 2000 for an empty one and $ 4000 for a head with valves).
With a run of about 90 thousand km, the water pump of the cooling system ($ 200), which is assembled with a thermostat and a temperature sensor, may leak.
Then they wear outdamper bushings in the intake manifold that come with the manifold ($ 550), and refuse the turbocharger control solenoid valve.
If low-quality oil is used, the valve will fail by 100-120 tons. Kmcrankcase ventilation systems, which will cause the crankshaft oil seal to leak. In addition, the oil pump pressure reducing valve will jam, which will cause the low oil pressure lamp on the instrument panel to light up.
The engine consumes oil at high speeds up to 1.5 l / 1000 km.
For Volkswagen Passat B 6 with 2.0 TFSI after 100-150 t. km, oil consumption may increase to 0.7-1 l / 1000 km. Treated by replacementoil separator in the crankcase ventilation system ($180) or valve stem seals ($450). Piston rings wear out less often ($100). But these actions do not guarantee a reduction in consumption.
Ignition coils fail ($45 each), injection system nozzles ($150 each).
After 45 tons, you need to monitor the condition of the timing belt. Replacing the cylinder head in the event of a break will cost $ 2100-4200.
For Volkswagen Passat B 6 , produced in 2005-2008, after 150 tons, the drive cam of the intake camshaft is ground off by the injection pump drive rod, which reduces the efficiency of the injection pump and it is necessary to change the shaft ($ 650).
Engines 1.6 FSI and 2.0 FSI with direct fuel injection are characterized by poor starting in winter,hard and noisy work.
Starting can be facilitated by using a clean low-pressure fuel pump screen in the tank. The manufacturer changes the filter together with the pump ($300), but you can change the filter separately ($100). In addition, it is worth removing and cleaning the fuel injectors after 30-50 thousand km ($ 300).
On engines The FSI ignition system does not tolerate short trips in winter, long engine idling and tight driving. Under such conditions, spark plugs ($ 30) serve 10-12 tons. Km. Following the candles, the ignition coil will fail.
At 2.0 FSI, idle speed jumps up to 2000 rpm and engine stop are due to failures of the EGR valve ($ 180).
As a result, the most reliable engine is 1.6 (102 hp) with multiport fuel injection, but it is rare and its dynamics is insufficient for a large car.
Diesel engines are quite reliable. Especially the CBA and CBB series, which have been installed since 2008. High-pressure fuel pumps ($ 1800) can refuse low-quality fuel on them. By 100 tons, the nozzle seals will wear out ($ 20).
Diesels 1.9 and 2.0 with 8 valves have expensive unit injectors ($ 900 apiece).
Diesel enginesthe BMA, BKP, BMR series were equipped with piezoelectric pump injectors ($800 apiece), which have weak wiring, due to which the injector connector is melted and the engine starts to triple, and which serve about 50 tons. Km.
For diesel engines 2.0, on cars until 2008) wears out by 180-200 tons kmhex shaft for oil pump drive. The low oil pressure light will come on and the engine may be destroyed.
By 150 t. Km, a dull knock may occur in the area of \u200b\u200bthe rear wall of the engine, indicating wear on the dual-mass flywheel ($ 550). If you start a malfunction, then the flywheel, when destroyed by debris, will damage the starter ($500), clutch ($400), box crankcase ($650-800).
Transmission
The 4Motion all-wheel drive system with a Haldex clutch serves without problems from 250,000 km, provided that the oil is changed every 60,000 km.
Internal CV joints ($ 90) are without lubrication due to hard anthers and loose clamps.
Manual transmissions are reliable. By 70-80 t. Km, oil seals may leak. On vehicles manufactured before 2008, the shaft bearings are very sensitive to the oil level.
automatic transmission6 Tiptronic TF-60SN (or 09 according to the classification V AG), developed jointly with Aisin, is prone to overheating, which is why the bearings and the hydraulic control unit fail.
By 60-80 t. Km, shocks may appear when switching due to a failure in the valve body. The replacement will cost $1400 and the repair $500.
On DSG6 Borg Warner DQ250 with clutches operating in oil, the hydraulic control unit - mechatronic fails. Shocks in first gears will appear with a run of 20 tons. Km and a new mechatronic will cost $ 2300.
DSG6 was installed on diesel 2.0, gasoline VR 6 3.2, TFSI 1.4 and 1.8.
Oil in DSG6 changes every 60 thousand km and is very expensive ($ 220 for 7 liters).
On DSG7 DQ200 with dry clutches Luk the mechatronics also fails, which will cost $ 2800 already. In addition, friction clutches fail. Kicks while driving are a mass phenomenon. Under the guarantee, the control units were reflashed, the clutches ($ 1500) and the entire boxes ($ 9500) were changed, but after 40-50 tons everything was repeated again.
ModernizedDSG7 with an improved control unit and reinforced clutches appeared at the end of 2010. But in the summer of 2012, the manufacturer extended the warranty for the DSG7 to 5 years or 150,000 km.
Chassis
Cars were delivered to Russia with a package for bad roads, which includes increased ground clearance, stiffer springs and shock absorbers.
There is a backlash between the front aluminum subframe and the steel spars due to electrochemical corrosion. The backlash is eliminated by tightening the bolts.
In the front suspension, silent blocks of levers run 20-30 tons. Km on cars manufactured before 2008. Later they were strengthened and the resource increased to 100 tons. Km.
By 100 thousand km, the stabilizer struts ($30 each), steering tips, front shock absorbers ($180 each) and their upper supports wear out.
By 130-150 t. Km, the silent blocks of the rear levers wear out. Their replacement can be complicated by rotten eccentric bolts.
By 100-120 thousand km, the front suspension with aluminum levers will require a bulkhead.
The manufacturer changes the stabilizer bushings complete with a stabilizer ($ 200), but you can pick up a non-original one.
Control mechanisms
crashes electronic steering column lock ELV and locks the steering wheel. Eliminated by replacing the block for $550.
By 100-120 t. Km, the steering mechanism will wear out ZF or APA ($1100-1600).
Other
There are cars from the USA. They have a softer suspension, different bumpers, instrument readings, optics and radio frequency.
Engines were installed on American cars2.0 TFSI and 3.6 VR6, and the box is only DSG6.
As a result, the best choice would be a diesel car with manual transmission released after 2008.
