Volkswagen Passat B6 sedan. Volkswagen Passat B6 – cardinal gray Which Passat B6 is better to choose

The Passat in the B6 body entered the production line in 2005 and existed in this form until 2010. The sixth generation of the people's car was a turning point for the Passat: if the early models were not much different from Audi (like the B5 version, built on the Audi platform A4/A6), then this car was created on the modernized PQ46 chassis from the fifth Golf. This entailed a return to a transverse engine arrangement, a simpler McPherson front suspension (instead of the previous multi-link) and a rear multi-link (instead of a semi-independent beam) - the driving performance only benefited from this. Sedans and station wagons have lost their strict forms, but at the same time they have grown up, began to look more solid, and are more richly equipped. But all this progress has nevertheless shaken the reputation of the car, which was 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 naturally aspirated 1.6 liters (102 hp) with distributed fuel injection. “You’re driving more quietly, you will continue” - definitely about them. The small number of versions with these engines on 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 with a turbine. And this is where you need to keep your eyes open. And sometimes literally. So, for example, if the most popular 1.8-liter turbo engine (160 hp) in the range begins 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’s better not to delay this, so as not to run into replacing 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 sometimes “covers up”; pump combined with a thermostat and temperature sensor; the solenoid valve for controlling the turbocharger... And if you refuel with low-quality fuel, then you can get into trouble with 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, the spark plugs are quickly “killed”, which thereby damage the ignition coils. And don’t forget to monitor the oil level: with active driving, consumption can reach up to half a liter per 1000 km. Quite a lot. But a more powerful turbocharged engine (2.0 l, 200 hp) in a fairly shabby state can eat twice as much! But this unit is still less capricious, except that on engines before 2008, due to insufficient lubrication, there were cases of wear on the intake camshaft cam, which drove the fuel pump.

Equipment with 1.8 TFSI turbo engine - oneone of the most common in 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) suffered from poor starting in cold weather (the problem can be solved by flashing the ECU at the dealer) and rapid wear of the timing belt, which should be changed in advance - already at 60 thousand km. The most powerful 3.2 liter (250 hp) gasoline engines have disadvantagesrelatively small: these include 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 the 1.8 TFSI, you should be carefulto the timing chain mechanism

But, perhaps, the most successful power unit for the Passat is a 2-liter turbodiesel (140–170 hp) with the Common Rail system, produced since 2008. If these engines are fueled with normal diesel fuel, then there should be no problems. Otherwise, replace the injection pump. Other diesel engines are more picky about fuel quality: expensive pump injectors installed separately on each cylinder can fail.

Atmospheric engines with directfuel injection (1.6 FSI and 2.0 FSI) hadproblems with starting in the winter season, whatsolved by flashing the ECU

TRANSMISSION

With manual transmissions, everything is relatively clear: after 150 thousand km, clicks and knocks may occur when starting to move. These are the first signs of a worn dual-mass flywheel mounted with a manual gearbox on diesel cars. The 6-speed Aisin automatic transmission, which suffered from overheating, could also cause problems: its bearings and valve body often failed by 80–100 thousand km. But the most troublesome ones can be the notorious DSG robots. The lesser evil is the six-speed DQ250 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 strengthened, the ECU was reflashed, and in 2012 VAG extended the warranty on the DQ200 gearbox to five years or 150 thousand km. It is also encouraging that the cost of repairing such boxes has dropped significantly over several years: the most expensive repair is DSG-6 "turnkey" in a private service has fallen in price by almost three times and usually does not exceed 120 thousand rubles.

Cars older than 2008 often have problems nical knock in the steering mechanism: rack bushingsfell into disrepair at 60–100 thousand km

Rear suspension intervention is rare required before 100 thousand km

SUSPENSION AND CHASSIS

Against the backdrop of all of the above, the chassis is unpretentious itself. The weakest point of the front suspension is the silent blocks of the front control arms, which initially served no more than 20–30 thousand km. After modernization in 2008, these parts began to last 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 camber arms become unusable after about 100 thousand km. The electric power steering is very reliable, except that in cars manufactured before 2008, owners were dissatisfied with a knocking sound on bumps, the cause of which was the quickly wearing out steering rack bushings.

BODY, ELECTRICAL AND INTERIOR

After long Russian winters, the chrome, of course, peels off, but there are no complaints about the hardware. But with numerous electronic “gadgets” you can suffer quite a bit: the electric parking brakes, the rotating mechanism of the adaptive head optics, the door and trunk locks, the factory radio fail... But the most unpleasant thing is the breakdown of the electronic lock.ELV steering column, which can only be changed at an authorized service center due to the need to reflash the immobilizer. The long list of “diseases” does not mean that all this necessarily happens on every car, these are just possible problems.

The Passat's interior equipment is one of the best in its class.

For safety according to Euro NCAP Passat according toreceived maximum 5 stars. Total score - 34 out of 37 possible

pros

Modern and rich equipment, balanced chassis, powerful engines, spacious interior, liquidity on the secondary market

Minuses

Not the most reliable gasoline engines with direct injection, possible problems with robotic gearboxes, capricious electrics

APPROXIMATE COST OF MAINTENANCE IN SPECIALIZED INDEPENDENT SERVICE STATIONS, rub.

	ORIGINAL spare parts	NON-ORIGINAL spare parts	JOB
Spark plugs (4 pcs.)	1400	500	600
Replacing the timing belt	—	—	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

Thanks to advanced technologies, Volkswagen Passat B6 has become one of the leaders in its segment. But in terms of reliability, it is perhaps inferior to competitors of Japanese brands with simpler power units. On its side are excellent driving performance, a spacious interior and good equipment. When purchasing, it is best to look for a car with a Common Rail turbodiesel and manual transmission. Moreover, it is better to consider specimens younger than 2008, in which most childhood diseases have been eliminated.

12.08.2016

The Volkswagen Passat does not need any special introduction - this car is the owner of many awards and regalia. From generation to generation, it maintains its popularity, which not many cars can achieve. However, with the advent of a large number of versions of engines and transmissions in the arsenal of Volkswagen AG, buyers quite often have a question when choosing a used Volkswagen Passat B6, which engine and which transmission to choose, so that later they do not have to invest a lot of money in repairs. We will now try to figure this out and much more.

Advantages and disadvantages of Volkswagen Passat B6 with mileage

This model is available in three body styles: sedan, station wagon and four-door coupe called Passat SS. As domestic operating experience has shown, the car has fairly good protection against corrosion; in rare cases, there are examples that have rust on the wheel arches. To support the image of a prestigious car, the Volkswagen Passat received a large number of fashionable and useful things:

• Light and rain sensor.
• Bi-xenon headlights.
• Smart on-board computer.
• Contactless ignition key.
• Cruise control, able to maintain the distance to the car in front.
• Navigation system.
• Climate control.
• Also for the first time, the Volkswagen Passat family was equipped with a rear multi-link suspension with a passive steering effect.

Engines

Volkswagen Passat B6 has a very large range of power units, both gasoline and diesel:

• Petrol – 1.6 l. (102 hp), FSI 2 l. (150 hp), B6 ​​3.2 l. FSI (250 hp), 3.6 l. (284 and 300 hp). With turbocharged TSI - 1.4 l. (122 hp), 1.8 l. (152 and 160 hp), 2 l. (200 hp).
• Diesel - 1.9 l. (105 hp), 2 l. (140 hp).

Let's look at the most common engines. The weakest engine is 1.6 (102 hp), of course there is very little power for such a car, but in terms of reliability it is the best option, so if you come across a car with such an engine on the secondary market after diagnostics, you can safely buy it. Next comes the FSI series engines; there are really a lot of them, but the most widely used is the two-liter engine, which needs to be fed only with high-quality fuel, and even if you refuel at good gas stations, by the 100,000 km mileage you will have to reflash the engine control unit and change the ignition coils.

The 1.8 TSI engine has increased oil consumption, this is due to the fact that the oil scraper rings wear out or the crankshaft oil seal leaks. In this type of engine, the timing belt is driven by a metal chain, which, due to an unreliable tensioner, often jumps, which leads to a fatal meeting of the valves with the pistons. Therefore, when choosing a car with such an engine, you should be very careful.

The TSI 1.4 turbocharged engine is very demanding on quality, which must be replaced earlier than specified in the regulations (at least once every 10,000 kilometers). If you want a charged car, then pay attention to a car with a 3.2 FSI engine, this unit is quite reliable, but the timing chain in it stretches over time (the signal is a rumbling sound from under the hood), and this engine also has high fuel consumption.

Many experts argue that if you take a used Volkswagen Passat B6, it is better to choose a car with a diesel power unit, since gasoline engines in our conditions can cause a lot of trouble. The enemy of turbodiesels is low-quality diesel fuel, so if you buy a used one, pay attention to the condition of the injectors and fuel pump, and if they have not been replaced yet, they will soon require replacement. The 1.9 engine has proven to be the most reliable among diesel engines; the two-liter engine, which was installed on cars after 2008, also serves well; in earlier versions, injectors often fail.

Transmission

The Volkswagen Passat B6 has quite a lot of gearboxes: five and six-speed manual transmissions, automatic transmissions, as well as six and seven-speed DSG robotic transmissions. As domestic operating experience has shown, the mechanics have proven themselves to be the most reliable; their clutch is quite durable and lasts an average of 150,000 kilometers. In an automatic transmission, you need to change the oil every 60,000 km; unfortunately, this gearbox cannot be considered problem-free, for the reason that the valve block in it sometimes fails after a mileage of 80-100 thousand km (repair cost is about 1500 USD). Quite a lot has already been said about DSG and, unfortunately, mostly only negative. If we talk about the performance characteristics of cars with this type of transmission, then there are no questions, only advantages, consumption is the same as with a manual transmission, and if the gearbox is in good working order, it works very quickly and without jerking. But if we talk about reliability, then this transmission is the most unreliable and lasts no more than 100,000 kilometers, and its repair will cost a decent amount.

Suspension

The front axle has a MacPherson type suspension and the rear axle has a multi-link. As operating experience has shown, the suspension is not the strongest side of the car and requires special attention, since by 100 thousand kilometers you will have to invest about 1000 USD in this unit, this is if you change everything at the same time, but you don’t have to let it wear out completely and repair the suspension gradually.

• Stabilizer struts and bushings 40-50 thousand km.
• Steering rack - 80,000 km.
• Tie rod ends - up to 100,000 km.
• Ball joints - up to 100,000 km.
• Shock absorbers and support bearings - 100-120 thousand km.
• Silent blocks of front and rear levers and levers - 120-150 thousand km.

There is not much to say about the interior of the Volkswagen Passat here, as befits a German brand, the materials are of good quality, and the controls are in their places. If you are looking for a car with a good seating position and comfortable seats, this car will completely satisfy your requirements.

Result:

Previously, the Volkswagen Passat B6 was often stolen, mainly for disassembly, but the numbers were often changed, so before purchasing, be sure to check the condition of the documents and show the expert the unit numbers. On the secondary market, a car has a fairly low price, but before you buy such a car, read this article again and think about how much additional money you will have to invest in repairing the engine, transmission and suspension, you need to understand that these expenses will not be small.

Advantages:

• Reliable manual transmission.
• Comfort.
• Stylish appearance.
• High level of security.
• Quality of interior materials.

Flaws:

• Maintenance cost.
• Engines that are demanding on fuel quality.
• Robotic transmission.
• Steering rack.

If you are or were the owner of this car brand, please share your experience, indicating the strengths and weaknesses of the car. Perhaps your review will help others choose the right used car.

Produced in Germany, India, Angola, Ukraine, China and Malaysia.

The Volkswagen Group A5 PQ46 platform is 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 is highly resistant to corrosion. The chrome trim on the radiator grille and moldings is peeling off.

The interior is well preserved and does not creak.

The plastic of the headlights quickly becomes cloudy.

Electrics

The electrics of the rear marktronics and the number plate lighting on the fifth door in the station wagon version are faulty.

After 5-6 years of operation they failheated or electrically adjusted seats, electric parking brakes, door and trunk locks malfunction, diodes in the rear lights burn out.

At 100k km the rotary module sensor failsadaptive headlights and they turn into regular ones.

They refuse servo drives for air duct dampers located in the front panel ($130 each). The climate control fan motors howl at 70-80 t.km.

On cars manufactured in 2005-2006, the air conditioning compressor fails ($650).

Engine

The engine has a 1.8 TFSI after 100 thousand km the noise of a stretched timing chain may appear ($260). If a malfunction occurs, the chain may jump and the cylinder head will need to be replaced ($2000 for an empty head and $4000 for a head with valves).

With a mileage of about 90 thousand km, the water pump of the cooling system ($200), which comes complete with a thermostat and temperature sensor, may leak.

Then they wear outdamper bushings in the intake manifold, which come complete with the manifold ($550), and the turbocharger control solenoid valve fails.

If low-quality oil is used, the valve will fail by 100-120 thousand kmcrankcase ventilation system, which will cause the crankshaft oil seal to leak. In addition, the oil pump pressure relief valve will jam, causing 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.

On Volkswagen Passat B 6 with 2.0 TFSI after 100-150 thousand 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.

The ignition coils ($45 each) and the injection system injectors ($150 each) fail.

After 45 thousand km, you need to monitor the condition of the timing belt. Replacing the cylinder head in case of a break will cost $2100-4200.

For Volkswagen Passat B 6 , produced in 2005-2008, after 150 thousand km, the drive cam of the intake camshaft is worn down by the injection pump drive rod, due to which the efficiency of the injection pump decreases and the shaft has to be changed ($650).

Engines 1.6 FSI and 2.0 FSI with direct fuel injection are characterized by poor starting in winter,hard and noisy work.

You can make starting easier by using a clean high pressure fuel pump mesh 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 every 30-50 thousand km ($300).

On engines The FSI ignition system does not tolerate short trips in winter, long periods of engine idling and tight driving. In such conditions, spark plugs ($30) last 10-12 thousand km. Following the spark plugs, the ignition coil will fail.

At 2.0 FSI, jumps in idle speed up to 2000 rpm and engine stalling occur due to failures of the exhaust gas recirculation system valve ($180).

As a result, the most reliable engine is the 1.6 (102 hp) with distributed fuel injection, but it is rare and its dynamics are insufficient for a large car.

Diesel engines are quite reliable. Especially the CBA and CBB series, which have been installed since 2008. On them, the fuel injection pump may fail due to low-quality fuel ($1800). By 100 thousand km the injector seals will wear out ($20).

Diesels 1.9 and 2.0 with 8 valves have expensive pump injectors ($900 apiece).

Diesel enginesseries BMA, BKP, BMR were equipped with piezoelectric pump injectors ($800 apiece), which have weak wiring, due to which the injector connector melts and the engine begins to trip, and which last about 50 thousand km.

For diesel engines 2.0, on cars before 2008) wears out by 180-200 t.kmhexagonal oil pump drive shaft. The low oil pressure light will come on and the engine may be destroyed.

By 150 thousand km, a dull knock may occur in the rear wall of the engine, indicating wear of the dual-mass flywheel ($550). If a malfunction occurs, the flywheel, when destroyed by debris, will damage the starter ($500), clutch ($400), and gearbox housing ($650-800).

Transmission

The 4Motion all-wheel drive system with a Haldex coupling can easily operate from 250 thousand km, provided the oil is changed every 60 thousand km.

Inner CV joints ($90) are left without lubrication due to hard boots and loose clamps.

Manual transmissions are reliable. By 70-80 thousand km the oil seals may leak. On cars manufactured before 2008, shaft bearings are very sensitive to oil level.

Automatic transmission6 Tiptronic TF-60SN (or 09 according to classification V AG), developed jointly with Aisin, is prone to overheating, which causes the bearings and valve control unit to fail.

By 60-80 thousand km, shocks may appear when switching due to a malfunction in the valve body. Replacement will cost $1,400 and repairs will cost $500.

On DSG6 Borg Warner DQ250 with clutches operating in oil, the valve control unit - mechatronics - fails. Shocks in first gears will appear with a mileage of 20 thousand km and a new mechatronics will cost $2,300.

DSG6 was installed on diesel 2.0, gasoline VR 6 3.2, TFSI 1.4 and 1.8.

Oil in DSG6 is changed 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. In addition, the clutches fail. Kicking while driving is a widespread phenomenon. Under warranty, the control units were reflashed, clutches ($1500) and entire gearboxes ($9500) were changed, but after 40-50 thousand km everything happened again.

ModernizedDSG7 with an improved control unit and stronger clutches appeared at the end of 2010. But in the summer of 2012, the manufacturer extended the warranty on the DSG7 to 5 years or 150 thousand km.

Chassis

Cars were delivered to Russia with a package for bad roads, which included increased ground clearance, stiffer springs and shock absorbers.

There is play between the front aluminum subframe and the steel side members due to electrochemical corrosion. Backlash is eliminated by tightening the bolts.

In the front suspension, silent blocks of levers run 20-30 thousand km on cars manufactured before 2008. Later they were strengthened and the resource increased to 100 thousand km.

By 100 thousand km, stabilizer struts ($30 each), steering tips, front shock absorbers ($180 each) and their upper supports wear out.

By 130-150 thousand km, the silent blocks of the rear levers wear out. Replacing them can be complicated by rotten eccentric bolts.

By 100-120 thousand km, the front suspension with aluminum arms will require a rebuild.

The manufacturer replaces the stabilizer bushings together with the stabilizer ($200), but you can choose a non-original one.

Control mechanisms

Crashes Electronic steering column lock ELV and locks the steering wheel. Fixed by replacing the block for $550.

By 100-120 thousand 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 readout, optics and radio frequency.

Engines were installed on American cars2.0 TFSI and 3.6 VR6, and the gearbox is only DSG6.

As a result, the best choice would be a diesel car with a manual transmission produced after 2008.

Volkswagen Passat has established itself in the minds of Russian people as one of the pillars of the business class.

And there were reasons for this: the cars of the B3-B4 series at one time made a revolution. Simple, reliable, extremely comfortable and durable, they still run across the vast expanses of Russia. But subsequent generations became different. First of all, they became more complex, and the B5 generation turned out to be 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 engine and “multi-link” - only at the rear, and exactly the same as on the VW Golf V, because these cars are made on the same platform, and in general are structurally similar in many ways. But there is no point in comparing them in appearance and feel.

1 / 3

2 / 3

3 / 3

In the photo: VW Passat B3, B4, B5

Passat is a step higher, and this is felt in everything: in the size of the interior, quality of finishing, number of options, basic equipment and in 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 form of Ford Mondeo and premium brands. And the secret of success seems to be known. With a price only slightly higher than that of its classmates, in terms of driving performance, ergonomics, comfort and level of equipment, it was closer to premium cars, which practical Germans really appreciated. And buyers were also offered an excellent selection of diesel engines, with a very lively character, and engines running on bioethanol, E85 fuel and compressed natural gas. Everything was great about this car: super-progressive automatic transmissions, equally modern engines, and reviews from journalists and owners about excellent comfort and handling were also true. The overall feeling of quality of the car was high, and used examples are often tempting to purchase. 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 operational problems

Engines

There are a lot of engines in store for the Passat, they are all familiar by description, but in this case the priorities are slightly different. After all, the car is more than 150-200 kg heavier. The particularly reliable 1.6 engine, famous for Golf, produces 102 hp. As expected, it turned out to be in relatively little demand. The dynamics of a heavy car with it frankly do not even reach comfortable levels; it is saved only by its phenomenal simplicity and low cost of maintenance. The main engines for the model clearly had 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 naturally aspirated 2.0 FSI refused to start even in light frost, and besides, it was pleased with its high oil consumption and unreliable direct injection fuel equipment. 1.4 TSI, powerful and economical, turned out to be too complex and problematic, with an unreliable chain, fuel equipment and turbocharging system. The weak 1.6 FSI engine is almost never found here - and rightly so. The dynamics are no better than the eight-valve 1.6 with multipoint injection, but there is a full range of problems. There are capricious fuel equipment and a chain... In general, all the troubles of the 1.4 TSI, but the naturally aspirated 1.6 FSI also doesn’t work. Compared to them, the more powerful 1.8TSI and 2.0TSI turned out to be very reliable and practically “saved” their reputation; in subsequent years they gained the greatest popularity on the Russian market. The rare “direct” V-shaped “sixes” 3.2 FSI and 3.6 FSI also cannot please us with their problem-free performance. The troubles are the same as with the two-liter unit, and the 3.6 can also bring with it a whole set of mechanical problems. It is also worth considering that cars with these engines are purchased with the initial “intent” for fast driving with corresponding wear and tear.

A real joy for owners are diesel engines, especially the older 1.9 TDI with a conventional injection pump and the average power 2.0 with pump injectors and common-rail with a power of 140 hp. With such engines, the car does not offer 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 practically never found here, but it doesn’t deserve much negativity, but the most powerful 170-horsepower diesel engine of the BMR series turned out to be much more capricious than the younger versions; problems with fuel equipment and turbines are much more common on it. It has an adjustable nozzle apparatus, and any undetected error is more likely to lead to failure of the piston group, yet the degree of boost is very decent. An engine of the same power with common rail fuel injection is somewhat more reliable due to less capricious fuel equipment, but the turbine is the same.

Transmission

The DSG gearboxes were also a very unpleasant surprise. The Passat B6 was released in 2005 and became one of the first cars to be widely used with dry clutches, and it was installed on the most popular 1.4 and 1.8 TSI engines. And the result was not long in coming. The owners of the first Passats went through all the circles of hell with replacing the firmware of control units, replacing clutches and the assembled boxes themselves. The first revisions of the DSG turned out to be extremely “raw”, despite the bravura responses in the press about excellent dynamics and smoothness. The boxes were annoying with jerks in traffic jams and quick failure of clutches or other components. In general, it didn’t work out. The six-speed DSG with an oil-bath clutch had already been debugged by this time and did not cause so many problems, but problems with the mechatronics unit and software failures gave it a bad reputation. Such “robots” were installed on cars with engines from 2 liters, including all diesel ones. In Europe, the number of cars with automatic transmission is traditionally not very large, but when the situation with DSG began to affect sales in Russia, conclusions were quickly drawn - a conventional hydromechanical six-speed automatic was offered in tandem with the 1.8 engine. Cars from 2006 to 2008 were equipped with a conventional hydromechanical automatic transmission Aisin TF-60SN, however, it did not turn out to be absolutely problem-free. The version without an additional radiator also managed to please owners with overheating and failure of the valve body, however, still remaining more reliable than “pre-selectives” of both types. A similar automatic transmission on cars from the USA has a full-fledged transmission 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 a version with “correct” cooling.

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 blamed for destroying the wiring in mechatronics. And as a result, even the seven-speed DSG has become relatively inexpensive to maintain, but still avoid the “seven-speed” if possible. 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 into the future with optimism, but you just need to remember that all chain motors really don’t like putting it “in gear” instead of the parking brake - this can damage the engine. And the price of a dual-mass flywheel can be unpleasantly surprising - the cost of the original part can exceed half a thousand dollars, and repairs will cost four times less.

Chassis

The car's suspension does not cause much trouble, except that the abundance of configuration options and poor selection of elements during repairs can completely destroy the excellent handling of the car. As always, the most common parts to fail are the bushings, sway bar links, and lower wishbones. But it’s a sin to complain! Otherwise, without serious intervention, the suspension can cover the entire 100-150 thousand kilometers, and after a slight shake-up and replacement of shock absorbers it will cover almost the same amount.

Electrics

The interior electronics can surprise. For example, open the windows and sunroof yourself in the rain or winter for “ventilation”, turn on the heated seats to full in the hot summer, or delight with other, smaller problems. Unfortunately, many of them are not solved by restarting the engine, and even numerous software updates of the control units leave “floating glitches,” and one can only guess how the first owners were bothered by this. Sometimes the electric power steering fails - it is the same 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, warnings about seizing motors of the climate control system, a not very successful air conditioning compressor and corroding radiators look like mere babble, but still, check these components too. The machine is really complex, all its components are tightly packed and lightweight, and the cost of original components is very high. But we are pleased with the abundance of non-original spare parts, 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 VIN number (these letters do not indicate galvanization, contrary to popular belief) do not protect against unpleasant corrosion on the sills 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 in terms of reliability and money. The example of the VW Passat B6 once again reminds us of this. In an effort to provide excellent performance in terms of dynamics and fuel efficiency, the manufacturer equipped the car with very fragile power units and transmissions. This does not mean that the car is bad, but you need to 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 accompanying elements, from suspensions to most electronics, but “little things” can be no worse than the short life of a gearbox or engine. If we are talking about choosing a specific configuration, then among gasoline cars the most problem-free 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 transmission, or a car with a 1.8 engine and a classic automatic produced in 2006-2008 with an additional radiator installed boxes. You can also look for an “American”, but despite the successful automatic transmission in general, cars from overseas are still alive

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 car enthusiasts in Russia, and probably in many other countries around the world, are showing a tangible interest in the used car market, where sedans and station wagons (petrol and diesel) Volkswagen Passat B6 with mileage are quoted quite well, just like its predecessor Volkswagen Passat B5.

TDI FSI TFSI engines for used Passat B6, reviews

The heart of a car is perhaps the most important indicator for a true motorist. What are the most popular options, and why are they good/bad?

Engine Volkswagen Passat B6 2.0 FSI - according to reviews, naturally aspirated 2.0-liter engines produced before 2007 are considered not the best option among Passats. They often have the following problems that require repairs or reconfigurations:

• difficult starting in frosty weather (which, however, can be solved by reconfiguring the ECU);
• 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 may arise after 60 thousand;
• It is very likely that the corrugations on the exhaust system will break.

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, but this is also a minus at the same time, because the previous owner could have rolled the engine decently. The 2.0 TFSI did not find any other characteristic weaknesses.

The 1.8 TFSI engine has appeared in the range of engines for the model since about 2008. More problems have been noticed with it:

• with higher mileage, the turbine solenoid valves begin to malfunction;
• breakdown 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 wear on the hydraulic tensioner.

The most powerful engine is 3.2 FSI. The Passat B6 with FSI, in addition to the obvious huge consumption, is usually subject to the same ailments as its weaker brothers (problems with the timing belt and hydraulic tensioner). Common problems with some of the above power plant options (specifically FSI) include a problem in the form of failure of the ignition coils to operate.

Reviews of the Volkswagen Passat B6 diesel (1.6, 1.9, 2.0 TDI) allow us to conclude that among diesel engines, for those wishing to buy a used car, it is better to choose engines equipped with the Common Rail system (manufactured since 2008). Older engines with pump injectors are very sensitive to low-quality diesel fuel, which, as a rule, “die” after 100 thousand kilometers.

Drive for Volkswagen Passat B6 with mileage, reviews

Almost all Passat B6 models have front-wheel drive. However, if you wish, you can find a used car with 4Motion all-wheel drive. The system was significantly improved and the mechanical differential was replaced by a Haldex clutch. According to owner reviews, the Passat B6 (4Motion) all-wheel drive is an excellent system that does not have any particular disadvantages. In normal mode, it supplies 100% of the torque to the front axle, and if the front wheels of the car lose traction, the distribution occurs equally on both axles.

Manual and automatic transmissions for used Volkswagen Passat B6, reviews

There are three different transmission options for the Passat B6.

The mechanics on the Passat B6 (especially if a manual transmission is paired with a diesel engine) wear out quickly and the dual-mass flywheel becomes unusable (it becomes clear when uncharacteristic knocking noises appear when starting off). In cars manufactured from 2008, gears or 1st speed synchronizer sometimes break.

Reviews of the Volkswagen Passat B6 automatic indicate that the Tiptronic automatic transmission in used cars often suffers due to rapid wear of the valve blocks responsible for the transition from one gear to another. The car appears to jerk.

Robotic DSG gearbox on Passat B6 - the robot suffers due to problems with the mechatronics unit (with high mileage). Often the entire unit needs to be replaced, but sometimes reconfiguration helps.

Front and rear suspension of Passat B6 with mileage

When choosing a used Passat B6, you need to carefully examine the front and rear suspension, which will tell you about the actual mileage of the car. In the front suspension, at the turn of 50-60 thousand km, the silent blocks of the front levers wear out first; 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, which can last 200 thousand or more.
The rear suspension on the Passat B6 is more durable and reliable. The camber arms will have to be replaced first at 80-100 thousand km, then at a mileage of 100-120 thousand km the stabilizer link will need to be replaced. The remaining elements of the rear suspension will require attention after 200 thousand.

Steering rack for Passat B6 with mileage

All VW Passat cars are equipped with electric power steering. On models that went on sale before 2008, a problem often appears: the rack bushings wore out too much by 70-90 thousand km. This resulted in a strange knocking sound from the rack when driving over uneven sections of the road surface. After 2008, the problem was eliminated by reworking the entire unit.

Electric handbrake Passat B6 with mileage

Perhaps this detail is a kind of Achilles heel of the Passat B6 (i.e. a weak point). The button that controls the mechanism often does not work. In rare cases, a problem occurs with the electric drives themselves.

Disadvantages of Volkswagen Passat B6 with mileage, reviews:

• The first and most important disadvantage is that the market average price is inflated, as for a used car. Yes, this is business class, yes it is real German, but still not new...
• Problems with electronics (radio tape recorder, engine start button, electric handbrake, air conditioning controls, etc.).
• Slight rust in chipped areas.
• The slightly raised rear makes parking difficult, especially if you've never driven a bulky sedan or station wagon before.
• Problems with the timing belt, hydraulic tensioners and intake system corrugations.
• Expensive body and interior parts.
• Rapid failure of silent blocks (especially in the front).
• High pressure pump failure.

Advantages of the car:

• The car is practically not subject to corrosion; body parts are changed only after the most difficult operating conditions of the sedan.
• Security is high. At one time it received 5/5 stars from Euro NCAP.
• The finishing materials are top notch, because this is German business class.
• Comfortable seats, excellent lateral support, wide range of adjustment.
• A huge selection of power plants, from diesels to turbocharged aspirated ones.
• A big plus is the availability of models with all-wheel drive.
• High controllability and stability on the road.
• Rich equipment.
• Durable rear suspension.