The VW Passat B6 model can hardly be called old, because it was produced from 2005 to 2010. Based on reviews from owners, let us consider in detail the advantages and disadvantages of a used car on the secondary market, so to speak, we will wash all the bones and conclude that it is important to take into account, if you want to buy a used Volkswagen Passat B6, what typical faults are found on Passat B6 b sedans and station wagons /y.
At all times, Volkswagen cars have been among the best and most popular in the world. Their most important advantage is high reliability and true German build quality. However, not everyone can afford to buy a brand new Passat. That is why 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.
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:
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:
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.
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.
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.
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.
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.
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.
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.
The most striking innovations that manufacturers have introduced into the design can be seen when comparing the sixth version with the fifth. The new Passat B6 model was presented to the general public at the beginning of 2005. It replaced the already outdated fifth series of the popular brand. Manufacturers of the new car presented their consumers with the capabilities of the new model. Compared to the previous version, the Passat B6 body has new, more modern lines. Manufacturers pleased us with a wide range of engines and a comfortable interior. The sixth series of the model was produced until 2010.
The new Volkswagen Passat B6 did not disappoint its fans this time either; following the fifth series, the car broke sales records all over the world. More than two million cars were produced at Volkswagen factories in just five years. This indicates the great popularity of the WV Passat B6 model among car enthusiasts. But these numbers are understandable. After all, the products of the German concern are of high quality. Cars are designed for a wide range of consumers and therefore not only satisfy all the basic needs of motorists, but also meet all established safety requirements. Undoubtedly, buyers are also attracted by the appearance of the car. Clarity and precision of lines is what distinguishes the exterior of the Passat models.
In 2009, manufacturers decided to update their model using light cosmetic restyling. In the same year, a new sports model, the Passat B6 R36, was released. Here is a list of modifications: lowered ground clearance; sports tuning; engine that has a power of 300 hp. With.; optional double clutch gearbox.
A special feature of the Volkswagen Passat is that the body, whether of older generations or newer ones, is durable and has very high corrosion resistance. Of course, galvanization is used here. You rarely see rust on the body, which means that the paintwork is also very strong. The only thing that can show age over time is the radiator grille, made of chrome, as well as moldings; they especially age if the car is often driven on salty roads in winter.
There are many sedan and station wagon cars on the market. Station wagons make up about 40%; they are easy to transport thanks to a large trunk of 1,731 liters if you lower the rear row of seats. The price for station wagons is about the same as for sedans.
Although externally the car is made to the proper level, inside the electrician can create some difficulties for its owners after several years of operation. For example, after about 6 years, heated seats and their electrical adjustment, door locks and other little things may fail. It happens that The turning mechanism on the headlights is jammed, which is why the adaptive headlights will simply shine at one point. But if the electronic steering wheel lock malfunctions, which locks the steering wheel and refuses to unlock it, then you will have to change the entire unit, the price of which is 450 euros.
When buying a used Passat, you need to carefully check the climate control; if it has any glitches, or the temperature is not displayed accurately, then you may soon have to change the air duct dampers, each of which costs about 100 euros. These flaps are located inside the front panel of the servos. After 80 thousand kilometers, the heater motors may begin to squeak; by the way, they were usually replaced under warranty. Cars of early years suffered from the fact that their compressor was extremely unreliable and required replacement, and this was minus 500 euros from the personal budget. 
The choice of engines for the B6 is excellent and wide . Manufacturers have stocked up quite a large number of engines for the Passat, and each of the variations is familiar to ordinary people from the VW Golf, but the priorities here are set completely differently. And all this because the car is 140-220 kg heavier than the Golf.
The 1.6 engine with a power of 102 hp turned out to be not very popular for the B6. This is due to the fact that the dynamics of a heavy station wagon clearly fall short even to the usual comfortable level. And the only thing that helps such a car is its low cost and cheap repair work. This model requires heavier and more powerful motors .
The popularity of the car was not at all overshadowed by the rapid identification of shortcomings in current engines. For example, the optimal naturally aspirated 2.0 FSI engine could become capricious and not start during light frosts, and also did not please its owners at all with its considerable lubricant consumption and not the most reliable fuel equipment. And the 1.4 TSI engine, which at first glance seemed very economical and powerful, turned out to be quite problematic and complex, having a not very reliable chain, turbocharging system and fuel equipment. The rather weak 1.6 FSI, fortunately, is not found in Russia, since its dynamics are no better than those of the 1.6 with eight valves.
Reliable and powerful 1.8 engines “saved” the reputation TSI and 2.0 TSI . They turned out to be the strongest and most problem-free. It is these mechanisms that have gained the greatest popularity on the Russian car market among all other modifications. Unfortunately, even the V-shaped 3.6 FSI and 3.2 FSI could not please us with the absence of problems. The problems are basically the same as with the above motors. 3.6 FSI can also upset you with other problems that relate to the mechanical part. It is also necessary to take into account that station wagons with these engines are purchased on the condition that they will be used for fast driving with an appropriate degree of wear.
The most positive news after test drives was brought to experts and buyers by diesel engines, for example, 1.9 TDI, which has a power of 140 hp. With such engines, the car cannot please with racing dynamics, but at the same time this car cannot be considered a slow-moving one. Also, such an “engine” has very low fuel consumption and much higher reliability than its gasoline counterparts. 
It’s a pity that you can’t buy a 1.6 turbodiesel in Russia, since it hasn’t earned any more or less negative reviews. But the most serious and powerful diesel engine from the BMR series, which has 170 hp, unfortunately, was a little disappointing, because it has problems with the turbine and fuel equipment. This engine has an adjustable nozzle apparatus, in which any undetected error can lead to breakdown of the piston group - after all, there is a very high degree of boost here.
Boxes DSGs were very unpleasant surprises . The appearance of the Passat B6 dates back to 2005, since then this model has become the first to use DSG-7 engines. And they installed the box on the less popular 1.4 and 1.8 TSI engines. And then the result did not take long to arrive.
Those drivers who became owners of the first Passats went through all the “circles of hell” with such problems as replacing assembled gearboxes and replacing clutches. The first DSG parts were quite simple and unreliable, despite the fact that they received quite flattering positive reviews in the press, where they noted their smoothness and excellent dynamics. In traffic jams, these boxes were annoying with their jerking, and drivers also did not have much joy from regular breakdowns of the clutch and other components. 
But it’s good that by that time the six-speed DSG, which had a clutch in an oil bath, was perfectly tuned and did not cause serious problems for its owners. But even here there was a fly in the ointment - software failures and problems with the mechatronics unit were able to give this box an unflattering reputation. Such robots were previously installed on station wagons that had two-liter engines, as well as on diesel engines.
Volkswagen specialists quickly corrected their own mistakes. And a conventional six-speed hydromechanical automatic was born, which actually had no flaws.
If we put aside all the emotions associated with Volkswagen as a prestigious car, then the B6 appears as something average in its segment, with the exception of space, a spacious trunk and high quality interior finishing. The interior looks good even after 200,000 km. 
The trunk is simply huge - 565 liters.
The equipment, although rich, does not go far beyond the standards accepted in the class. Already in the basic Trendline configuration, the Passat has 10 airbags, climate control, while the Highline has leather seats with Alcantara and a more advanced Climatronic climate control system. There are often examples with an RNS satellite navigation system and a multifunctional steering wheel. 
The overall level of comfort is good, but there are better offers on the market, such as the Citroen C5. And if someone wants a car with plenty of space in the second row, then you can choose the Ford Mondeo or Skoda Superb. Unfortunately, the issue of the prestige of owning a Passat B6 also affects the price of the car, raising the bar too high.
In Russia, a Passat B6 Trendline car with a 1.4-liter power unit can be purchased for 400,000 rubles. A complete assembly with a powerful engine and all-wheel drive option on the Russian market will cost around 1,300,000 rubles. These are prices for 2013. The price difference between the Passat B6 sedan and station wagon is about $15,000. That is, the basic model with the required minimum will cost $26,000, and the most expensive configuration will cost the buyer $33,000. A very good price for a good and high-quality station wagon. Along with the technical characteristics, it is the cost that makes the model so popular among car owners.
One thing undoubtedly unites B5 and B6 - a huge number of offers on the market, which, however, does not make it easier to choose a worthwhile copy. In the case of B6, things are even worse. When purchasing a cheaper B5, no one expects its excellent condition. When buying an expensive B6, car enthusiasts believe that they are purchasing a younger car, which means it should not cause any trouble. But there are often cases when, in reality, the B6 has already covered more than 200-300 thousand km, and the seller simply prepared it very well for sale. This is especially true for cars from Europe: many of them worked in cheap taxis, but after a whole arsenal of magical rejuvenation methods they began to look like fresh copies.
As you know, the Passat is the wind, and the Volkswagen Passat is considered the standard in its class. The car of the B3/B4 generation (produced 1988-1996) was the pioneer of our “Second Hands” section and confirmed its reputation as reliable, but is it worth looking for cars of the B6 generation (2005-2010) on the secondary market - more powerful, comfortable and expensive?
The main generic feature that the Volkswagen Passat B6 has retained is the durability and corrosion resistance of the body (remember the old story from the time of the B3 generation that the legendary letters “ZZZ” in the identification number, which actually do not carry information, supposedly mean “triple” galvanization? ). If you monitor the integrity of the paintwork, then even on cars from the first years of production, rust will be evidence of illiterate body repairs. And the first thing that suffers from salty “mayoral” cocktails is the “chrome” finish of the radiator grille and moldings - and the electrics of the rear parking sensors and the license plate lights on the fifth door of station wagons are capricious.
Over the years, the interior does not lose its luster and does not bother you with squeaks. Both leather and fabric seat upholstery are abrasion resistant
From the “internal” electrics, alas, there are much more surprises. After five or six years, it happens that the heating or power adjustment of the seats fails, the electric parking brakes, door and trunk locks malfunction, the diodes in the rear lights burn out... A jammed rotating mechanism can turn adaptive headlights into regular ones, and a “glitched” electronic steering column lock ELV - inappropriately refuses to unlock the steering wheel (replacing the unit will cost 450 euros).
On the secondary market you can find the Passat B6 from the USA - with a softer suspension setting, different bumpers, instrument panel, optics and radio settings
Transatlantic Passat engines - 2.0 TFSI and 3.6 VR6 (pictured), gearboxes - only six-speed automatic and DSG
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But when purchasing, you need to check the operation of the climate control especially carefully: if it is fooling, you will have to replace the servos located in the bowels of the front panel of the air duct dampers (100 euros each), the squeaky singing motors of the “stove” fan were often changed and under warranty after 70-80 thousand kilometers , and in cars of the first two years of production the air conditioning compressor is not reliable (500 euros).
The engines will have to be examined no less meticulously. If the 1.8 TFSI turbo engine, popular in our market (22% of offers), in cars older than 2010 with a mileage of more than 100 thousand kilometers, hears the rattling of the “eternal” timing chain, then it is better to rush to the service: the cost of a new drive kit (200 euros) is not comparable with the price of the cylinder head (from 1,600 euros for a “bare” head to 3,000 euros assembled with valves and springs) - and it will certainly be needed if a failed hydraulic tensioner (100 euros) allows the stretched chain to jump several links.
The 1.8 TFSI engine is Volkswagen's first four-cylinder engine with a toothed timing chain, which turned out to be its main weak link.
Gasoline engines with direct injection (2.0 FSI in the photo) resemble diesel engines not only in their harsh and noisy operation, but also in poor starting in cold weather
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Also at risk is the tricky water pump of the cooling system in a unit with a thermostat and temperature sensor, which can leak before 90 thousand kilometers (150-170 euros including the drive belt from the balancer shaft). By the same mileage, the damper bushings in the intake manifold may wear out (the entire manifold will have to be replaced for 450 euros) or the turbocharger control solenoid valve may fail.
Saving on oil after 100-120 thousand kilometers will probably come back to haunt you not only with a strike of the crankcase ventilation system valve and, as a result, with a leaking crankshaft oil seal, but also with an old sore of Volkswagen engines - a jammed (usually in the open position) oil pump pressure reducing valve, o What does a lit emergency oil pressure light in the engine tell you? And you will have to add oil, especially for those who like high speeds - up to half a liter per 1000 kilometers.
The weak point of the six-speed DSG Borg Warner DQ250 unit with clutches operating in an oil bath is mechatronics, that is, the hydraulic control unit
The seven-speed “robot” DSG DQ200 with dry Luk clutches is a time bomb! A rare transmission survives up to 50 thousand kilometers without problems with clutches or control unit
Inner CV joints with hard boots and loose clamps often lose lubrication, overheat and fail
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But compared to its “big brother” 2.0 TFSI, this is a starvation ration! If, after a run of 100-150 thousand kilometers, from the crankcase of a two-liter engine disappears from 0.7 to 1 liter of oil every thousand kilometers, replacing the oil separator in the crankcase ventilation system (150 euros) can help, but when replacing the oil scraper valves does not save you from even greater appetite caps, that is, valve seals (350 euros with labor), you will have to disassemble the engine and change the piston rings (80 euros). But this measure often does not become a panacea. The untimely death of ignition coils (35 euros each) and injectors of the injection system (130 euros each) can add to the cost of maintaining this unit, and after 45 thousand kilometers the condition of the timing belt (it rotates only the exhaust camshaft, from which the intake camshaft is driven by a chain) is better controlled at each maintenance - replacing the cylinder head of a 2.0 TFSI engine is even more expensive (from 1800 euros to 3300 euros), and the belt, unlike the chain, breaks silently, without “warning shots”. For cars older than 2008, there is another reason to repair the head: after 150 thousand kilometers, the drive rod of the high-pressure fuel pump “grinds down” the intake camshaft drive cam. The pump stops pumping properly and the shaft has to be replaced (500 euros).
Passats with naturally aspirated “direct” engines 1.6 FSI and 2.0 FSI are better to choose... in the cold winter - they have become famous for problems with starting in cold weather. The manufacturer struggled with this until the last minute, releasing new and new firmware for the ECU unit (“it makes sense to check the freshness” of the software at the dealer). And “mechanically” the engine can be helped by the key to health - cleanliness. First, you need to make sure that the mesh filter in the low-pressure fuel pump (it is located in the fuel tank under the rear seat) is neat. Officially, the filter can only be changed together with the pump (250 euros), but demand creates supply - “unofficial” craftsmen offer to change it separately, for 80 euros along with the work. And secondly, every 30-50 thousand kilometers it is advisable to remove and clean the injectors (250 euros for the work).
The “glass” of the headlights is soft and quickly becomes cloudy. And after 100 thousand kilometers, adaptive headlights may no longer be controlled horizontally - the rotary module sensor fails
The Passat body is most disfigured by the peeling “chrome” trim
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By the way, the ignition system of all “direct” FSI engines categorically does not like short winter trips, tight driving and long idling. In the absence of proper warming up of the spark plugs (25 euros per set) on a “triple” engine, you will have to change the oil more often - after 10-12 thousand kilometers, and without delay: faulty spark plugs quickly damage the ignition coils. And the two-liter version, in addition, is driven to jumps in idle speed (up to 2000 rpm) or even to a stop by the striking valve of the exhaust gas recirculation system (150 euros).
In general, the most reliable petrol engine in the Passat turned out to be the good old 1600 cc with conventional distributed injection. But on the secondary market this is rare (in 6% of cars) - the dynamics of a 102-horsepower one and a half ton car suits few people.
That's why, when choosing a used Passat, it makes sense to take a closer look at diesel versions (42% of cars). Moreover, it is better to give preference to the “younger” two-liter engines with a common rail power system (CBA and CBB series) of cars produced since 2008. The only unplanned source of serious costs for their fuel system may be the replacement of the injection pump (1,500 euros), but this is if they regularly fill up with fuel at suspicious gas stations. Usually, concerns with these engines come down to replacing the injector seals after 100 thousand kilometers (15 euros per set).
The aluminum front subframe is attached to steel side members, which causes backlashes to appear over time due to electrochemical corrosion, which must be eliminated by tightening the bolts. Cars were officially delivered to Russia with a package for bad roads - with increased ground clearance by 20 mm and stiffer springs and shock absorbers
Eight-valve diesel engines 1.9 and 2.0 are more risky to choose because of the expensive pump injectors in the power system (700 euros apiece), and engines of the BMA, BKP, BMR series with piezoelectric pump injectors are even more capricious. Their injectors (800 euros apiece) sometimes do not last even 50 thousand kilometers, and in addition they have weak wiring: if after 120 thousand kilometers the engine suddenly starts to “trouble” and starts poorly, the first thing you should check is whether the connectors at the injectors have melted.
In two-liter diesel engines older than 2008, after 180-200 thousand kilometers, the hexagonal shaft of the oil pump drive usually wears out and is “cut off” - if you do not notice the signal about the lack of oil pressure in time, the entire engine will be wasted. And after 150 thousand kilometers, you should be alerted by a dull knock in the area of the rear wall of the engine, foreshadowing the replacement of the dual-mass flywheel (450 euros) - if it falls apart, with fragments of damper springs it can damage the starter (400 euros), clutch (350 euros), or even break the gearbox housing gears (repairs will cost 500 -700 euros).
But with the transmission you won’t get bored without it! The least hassle is caused by the 4Motion all-wheel drive system with a Haldex clutch: if you don’t forget to change its oil every 60 thousand kilometers, it is unlikely to require attention before 250 thousand kilometers. You also need to keep an eye on the internal CV joints - leaked grease will cost 70 euros for a new joint.
Rear control arms are usually required after 130-150 thousand kilometers. The process may be hindered by “soured” eccentric camber adjustment bolts
The McPherson type front suspension with aluminum arms may require a rebuild after 100-120 thousand km. Then you may need a new ZF or APA rack and pinion steering mechanism (900-1300 euros)
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Things are also going well with manual transmissions - five-speed on cars with a 102-horsepower 1.6 gasoline engine and a 1.9 diesel engine with a capacity of 105 hp. With. and “six-speed” on other versions. Only leaking oil seals can fail after 70-80 thousand kilometers, and the gearboxes on cars older than 2008 have weak shaft bearings that are extremely sensitive to the oil level.
Things are worse with the six-speed Tiptronic automatic transmission. Developed jointly with Aisin, the TF-60SN series gearbox (or 09 according to the WAG classification) turned out to be prone to overheating, which is why the bearings and valve control unit are the first to suffer. If after 60-80 thousand kilometers the gear shift becomes “shocky”, you will have to look for 1100 euros to replace the valve body or revive it for a while, having it restored by craftsmen for 400 euros.
The weak point in the front suspension is the silent blocks of the levers
Officially, cheap stabilizer bushings can only be changed together with the stabilizer (160 euros), but you can also choose a “non-original” one that suits the size.
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And yet, the Passat’s reputation was tarnished not by the classic “automatic”, but by the revolutionary “pre-selectives” DSG (Direkt Schalt Getriebe or Direct Shift Gearbox). But not because the six-speed BorgWarner DQ250 gearbox paired with two-liter diesel engines, 3.2 VR6 gasoline engines and 1.4 and 1.8 turbo engines is called wet (its multi-plate clutches operate in an oil bath). The oil, by the way, is not simple, but almost golden - ATF DSG at 22 euros per liter, of which as many as seven are needed when replacing every 60 thousand km. The weak point of this “robot” is exactly the same as that of a conventional “automatic machine” - the mechatronic hydraulic control unit. But problems with jerking in the first two gears and shocks when changing gears can “please” after only 20 thousand kilometers, and a new unit will cost 1,700 euros.
There are almost 40% of station wagons with a comfortable and huge trunk (603-1731 l) on the secondary market, and they cost no more than sedans
But the “wet robot” is far from the sad glory of the seven-speed DSG DQ200 with dry Luk clutches that appeared in 2008 - for complete happiness, the same problems with the “mechatronics” (the price of which, with the increase in the subordination of one gear, increased to 2000 euros) were supplemented by inadequate operation of the clutches! Almost all the owners visited the service center with complaints about jerking and twitching - the “brains” of the control unit were massively reflashed in attempts to correct the moment of closing and unlocking the discs as they naturally wore out, clutch packs were changed (1200 euros) or entire gearboxes (7000 euros) . But after 40-50 thousand kilometers everything started all over again!
The modernized “robot” DSG-7 with a modified control unit and reinforced clutches appeared only at the end of 2010. But, realizing the scale of the disaster, in the summer of 2012, Volkswagen extended the warranty on the DQ200 gearbox to five years or 150 thousand kilometers.
Against this background, the weak points of the suspension already seem like a mere trifle, although the main ones are the silent blocks of the front control arms, which were initially replaced under warranty after only 20-30 thousand kilometers. In 2008, the silent blocks were strengthened, and they began to move at least no less than the stabilizer struts (25 euros each), steering tips, front shock absorbers (150 euros each) and their upper supports - everything, as if on command, begins to get tired after 100 thousand kilometers.
Aren’t there too many “diseases”, including “children’s” ones? However, the Passat is still valued on the secondary market: the price even for “unsuccessful” modifications falls only by 10-12% per year. Therefore, if you like the Passat B6, it is wiser to opt for a diesel car with a “mechanics” (it’s not for nothing that these are the ones that are popular among European taxi drivers), and younger than 2008, when many errors were taken into account - such copies will cost 600-750 thousand rubles.
| VIN decoding of Volkswagen Passat B6 cars | ||||||||
|---|---|---|---|---|---|---|---|---|
| Filling | WVW | ZZZ | 3C | Z | 9 | G | 123456 | |
| Position | 1-3 | 4-6 | 7-8 | 9 | 10 | 11 | 12 - 17 | |
| VIN characters | Decoding | |||||||
| 1-3 | International manufacturer identification code: | W - Country of origin - Germany, VW - Volkswagen AG | ||||||
| 4 | Model (US market) | |||||||
| 5 | Engine type (US market) | |||||||
| 6 | Security system type (US market) | |||||||
| 4-6 | Free characters (for European market): | ZZZ | ||||||
| 7-8 | Model: | 3C - VW Passat B6 | ||||||
| 9 | Additional character: | usually Z | ||||||
| 10 | Model year: | 5 - 2005, 6 - 2006, 7 - 2007, 8 - 2008, 9 - 2009, A - 2010 | ||||||
| 11 | Manufacturer: | E - Emden, P - Moselle, W - Wolfsburg, Y - Pamplona, G - Kaluga | ||||||
| 12-17 | Vehicle production number | |||||||
| Engine table for Volkswagen Passat B6 cars | |||||
|---|---|---|---|---|---|
| Gasoline engines | |||||
| Engine model | Working volume, cm3 | Power, hp/kW/rpm | Power system type | Years of manufacture | Peculiarities |
| CAX | 1390 | 122/90/5000-5500 | TSI | 2008-2010 | |
| CDG* | 1390 | 150/110/5000-5500 | TSI | 2008-2010 | R4, DOHC, 16 valves, turbocharged |
| BSE, BSF | 1595 | 102/75/5600 | MPI | 2005-2010 | R4, SOHC, 8 valves |
| BLF, BLP | 1598 | 115/85/6000 | FSI | 2005-2010 | R4, DOHC, 16 valves |
| BZB, CDA, CGY | 1798 | 160/118/5000-6200 | TFSI | 2008-2010 | R4, DOHC, 16 valves, turbocharged |
| BLY, BLR | 1984 | 150/110/6000 | FSI | 2005-2009 | R4, DOHC, 16 valves |
| AXX, BWA, BPY** | 1984 | 200/147/5100-6600 | TFSI | 2005-2008 | R4, DOHC, 16 valves, turbocharged |
| CAW, CCT | 1984 | 200/147/5100-6600 | TFSI | 2008-2010 | R4, DOHC, 16 valves, turbocharged |
| AXZ | 3168 | 250/184/6250 | FSI | 2005-2010 | VR6, DOHC, 24 valves |
| BLV, BWS** | 3597 | 275/206/6200 | FSI | 2005-2010 | VR6, DOHC, 24 valves |
| Diesel engines | |||||
| BKC,BXE,BLS | 1896 | 105/77/4000 | TDI | 2005-2010 | |
| BMP | 1968 | 140/103/4000 | TDI | 2005-2010 | R4, SOHC, 8 valves, turbocharging, intercooler |
| BMA,BKP | 1968 | 140/103/4000 | TDI | 2005-2010 | |
| BMR | 1968 | 170/125/4200 | TDI | 2005-2010 | R4, DOHC, 16 valves, turbocharging, intercooler |
| C.B.A. | 1968 | 140/103/4200 | common rail | 2008-2010 | R4, DOHC, 16 valves, turbocharging, intercooler |
| C.B.B. | 1968 | 170/125/4200 | common rail | 2009-2010 | R4, DOHC, 16 valves, turbocharging, intercooler |
| TSI, TFSI - turbocharged direct fuel injection MPI - multipoint fuel injection FSI - common rail direct fuel injection - battery injection system TDI - multiport injection with pump injectors SOHC - one camshaft in the cylinder head DOHC - two camshafts in the cylinder head R4 - VR6 inline four-cylinder engine - offset six-cylinder engine * Runs on gas ** For USA | |||||
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24 years old, Moscow, director of the company
I purchased my 2008 Volkswagen Passat 2.0 TDI with a mileage of 109 thousand kilometers four months ago for 605 thousand rubles. I had driven Volkswagens before and decided not to change my habit, but I had never encountered a diesel before - and I immediately understood why, after a diesel engine, few people want to return to gasoline. There is no talk of any “tractor” work, and I didn’t expect such pressure practically from idle! And the fuel consumption is very pleasant - on average no more than seven to eight liters per 100 km.
But almost immediately after the purchase, an unpleasant rumble appeared - the engine’s worn dual-mass flywheel had to be replaced. And soon the silent blocks of the front suspension arms died out for a long time. This is where the repairs have ended for now and, I really want to believe, will not resume soon - the reputation of the DSG gearbox, which is also on my car, is alarming.
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28 years old, Lobnya, technical center acceptance technician
Volkswagen Passat B6 is a complex car, and it has a lot of problems. It is imperative to choose a copy with a “transparent” repair history, and pay the most serious attention to the condition of the engine and transmission.
Diesels are quite reliable, and in winter they start better than gasoline engines with direct injection. Regular replacement of spark plugs and flushing of the fuel system for FSI engines is strictly necessary, and the injectors must be removed, and the procedure requires special equipment. For engines with a timing chain drive, you need to listen very carefully to extraneous noise - a stretched chain can cause trouble after only 100 thousand kilometers. The 1.8 engines have an unreliable water pump, combined into one unit with a thermostat and temperature sensor - in order not to pay for the work twice, it is worth changing everything at once.
But most of all the problems are with DSG gearboxes, both six- and seven-speed. Most often, mechatronic control units fail. Due to their very complex design, they are almost impossible to restore, unlike the hydraulic blocks of conventional automatic machines.
But now there are no special problems in the Passat suspension, but the silent blocks of the front wishbones could serve longer.
You can save money on spare parts - there are a huge number of non-original parts of good quality. But you need to choose the service more carefully - repairing the Passat B6 is not easy and requires knowledge of many nuances.
It's hard to find fault with the Passat's handling. It walks in a straight line like a tank: neither longitudinal ruts nor other large or small irregularities distract it from its intended course. Sensitivity is moderate, the steering wheel is very informative. And how calmly and accurately it carries out the driver’s commands even at speeds of up to 200 km/h! Rolls and diagonal swing are small. And in the turning arc, the Passat is maintained at the highest speed, without showing a clear tendency to either drift or skid.
The stabilization system is not as strict as that of the Citroen C5, but it also does not flirt with the driver like that of the Ford Mondeo. The steering wheel is informative and completely “decoupled” from road vibrations. The rapid-firing “automatic machine” of the Passat is a role model. Only advantages! Very reliable and safe behavior: this is how a family sedan should be.
The price is a small loss in comfort: Volkswagen follows the road profile in detail, and potholes of various sizes give off noticeable impacts. But there is a feeling of a solid, tightly built car. The driver's orientation is also confirmed by the well-produced “voice” of the 2.0 turbo engine: all other noises are perfectly muffled.
The seventh generation Volkswagen Passat is nothing more than a modernized Passat B6 (the same marketing “knight’s move” was in the case of the “change” of the third and fourth generations), which got rid of... the most reliable units. There is no longer a 1.6 MPI engine - in addition to the 2.0 TDI diesel, the range includes exclusively petrol turbo engines with direct injection (1.4 TSI, 1.8 TSI and 2.0 TSI). The situation is similar in the transmission: there will no longer be a five-speed manual transmission or a classic automatic transmission - only manual transmission 6 and both DSG robots, the questions for which remain the same.
If you look at the results of evaluations of Business class cars that went into production and were popular in the mid-2000s, then the Volkswagen Passat B6 will be the clear leader in many respects. Comfort in operation, dynamics, controllability - all these qualities have earned the highest expert ratings. However, every medal, unfortunately, has a downside, and the Passat B6 also has disadvantages. Let's see what can be noted as the positive qualities of the car, and what can be noted as negative.
In the minds of the Russian station wagon driver, the Volkswagen Passat B6 is entrenched as one of the pillars of the Business class. And there were reasons for this, since at one time the predecessors of the B6, labeled B3 and B4, created a real revolutionary sensation. These cars were simple, quite reliable, and extremely comfortable. These cars can still be seen on Russian roads to this day. However, new generations have undergone major changes. They have become much more complex, as evidenced by the longitudinal arrangement of the engine and the presence of multi-link suspensions.
Sixth generation cars seem much closer to the classics - B3 and B4 cars . These cars have the same “multi-link” and a transverse engine. All three generations of the car were produced on the Golf V platform, which is why they are all similar to each other. But on the other hand, both in terms of the feel of their operation and in terms of external characteristics, these cars are very different and there is no need to compare them.
The B6 still stands a step higher than its predecessors, and this is manifested in everything - interior volume, many options, quality of finishing, choice of engine and gearbox options, and even in basic equipment. With serious competitors, including Ford Mondeo, Opel Vectra and other premium cars, the B6 model has gained popularity and has become one of the most purchased cars. And the secret of success is quite simple and known to many drivers.
Yes, this car is more expensive than its classmates, but when considering comfort, ergonomics, driving performance and level of equipment, all other cars comparable to the B6 in class are seriously inferior. All the qualities that the B6 has bring the car closer to the premium class. In addition, customers were offered a large selection of engines running on economical and environmentally friendly fuel - compressed natural gas, E85 fuel and bioethanol.
Everything in this car seems wonderful - mega-progressive automatic transmissions, modern engines, and most importantly - flattering reviews not only from the owners of these cars, but also from leading journalists and experts.
The choice of engines for the B6 is excellent and wide . Manufacturers have stocked up quite a large number of engines for the Passat, and each of the variations is familiar to ordinary people from the VW Golf, but the priorities here are set completely differently. And all this because the car is 140-220 kg heavier than the Golf.
The 1.6 engine with a power of 102 hp turned out to be not very popular for the B6. This is due to the fact that the dynamics of a heavy station wagon clearly fall short even to the usual comfortable level. And the only thing that helps such a car is its low cost and cheap repair work. This model requires heavier and more powerful motors .
The popularity of the car was not at all overshadowed by the rapid identification of shortcomings in current engines. For example, the optimal naturally aspirated 2.0 FSI engine could become capricious and not start during light frosts, and also did not please its owners at all with its considerable lubricant consumption and not the most reliable fuel equipment. And the 1.4 TSI engine, which at first glance seemed very economical and powerful, turned out to be quite problematic and complex, having a not very reliable chain, turbocharging system and fuel equipment. The rather weak 1.6 FSI, fortunately, is not found in Russia, since its dynamics are no better than those of the 1.6 with eight valves.
Reliable and powerful 1.8 engines “saved” the reputation TSI and 2.0 TSI . They turned out to be the strongest and most problem-free. It is these mechanisms that have gained the greatest popularity on the Russian car market among all other modifications. Unfortunately, even the V-shaped 3.6 FSI and 3.2 FSI could not please us with the absence of problems. The problems are basically the same as with the above motors. 3.6 FSI can also upset you with other problems that relate to the mechanical part. It is also necessary to take into account that station wagons with these engines are purchased on the condition that they will be used for fast driving with an appropriate degree of wear.
The most positive news after test drives was brought to experts and buyers by diesel engines, for example, 1.9 TDI, which has a power of 140 hp. With such engines, the car cannot please with racing dynamics, but at the same time this car cannot be considered a slow-moving one. Also, such an “engine” has very low fuel consumption and much higher reliability than its gasoline counterparts.
It’s a pity that you can’t buy a 1.6 turbodiesel in Russia, since it hasn’t earned any more or less negative reviews. But the most serious and powerful diesel engine from the BMR series, which has 170 hp, unfortunately, was a little disappointing, because it has problems with the turbine and fuel equipment. This engine has an adjustable nozzle apparatus, in which any undetected error can lead to breakdown of the piston group - after all, there is a very high degree of boost here.
Boxes DSGs were very unpleasant surprises . The appearance of the Passat B6 dates back to 2005, since then this model has become the first to use DSG-7 engines. And they installed the box on the less popular 1.4 and 1.8 TSI engines. And then the result did not take long to arrive.
Those drivers who became owners of the first Passats went through all the “circles of hell” with such problems as replacing assembled gearboxes and replacing clutches. The first DSG parts were quite simple and unreliable, despite the fact that they received quite flattering positive reviews in the press, where they noted their smoothness and excellent dynamics. In traffic jams, these boxes were annoying with their jerking, and drivers also did not have much joy from regular breakdowns of the clutch and other components.
But it’s good that by that time the six-speed DSG, which had a clutch in an oil bath, was perfectly tuned and did not cause serious problems for its owners. But even here there was a fly in the ointment - software failures and problems with the mechatronics unit were able to give this box an unflattering reputation. Such robots were previously installed on station wagons that had two-liter engines, as well as on diesel engines.
Volkswagen specialists quickly corrected their own mistakes. And a conventional six-speed hydromechanical automatic was born, which actually had no flaws.
Car suspensions do not cause serious trouble for their owners . Unless a large number of configuration options and a poor selection of parts during repairs can destroy the excellent handling of the car. Typically, stabilizer struts, bushings and lower wishbones are damaged. But it’s simply a sin to complain about it! Otherwise, if there are no serious interventions, the suspension can easily cover about 100–150 thousand km, and after replacing the shock absorbers and a little shaking of the car, it will cover the same amount.
The interior electrics may surprise the owner of a Volkswagen Passat B6. The sunroof and windows may suddenly open when it rains, the heated seats may turn on full blast in the summer, and cause other small problems. Also, sometimes the power steering can fail. On the B6 it is exactly the same as on the Golf, but if the driver likes to simply turn the steering wheel while standing still, then on a more massive car such a unit may not be able to withstand it.
Money and reliability are a serious price to pay for great automotive features. . You can remember this once again when you see the Passat B6. In an effort to ensure excellent dynamic performance and fuel efficiency, VW car development specialists forgot about strengthening transmissions and power units. This does not mean that the car is bad, but prepare for the fact that breakdowns will occur at the most inopportune moment. Accordingly, this station wagon needs to be provided with appropriate diagnostics and maintenance. But in return, the owner of a Volkswagen Passat will receive excellent comfort, a wonderful interior and the highest quality of other related parts, from the suspension to most of the components that are associated with electronics. However, such little things can irritate no worse than problems with the engine or the low resource of the gearbox.
If we talk about the choice of configuration, then among gasoline cars the most reliable is the 1.6 MPI engine and manual transmission. And if you need business-class dynamics, then 1.8 and 2.0 TSI engines with manual transmission are suitable. Diesel cars also remain, and here it is necessary to pay attention to models with common rail. And the choice here will be between a six-speed DSG and a manual transmission. You need to remember one thing when choosing - there is no ideal Passat B6, so choose the lesser of all “evils”.
The most trouble-free option is the naturally aspirated 1.6 (105 hp) BSE/BSF, 8-valve, with a timing belt drive and a very reliable resource design, capable of driving 300 thousand or more without major investments. If you don’t need dynamics, but want to minimize risks and costs, this is your choice. True, if you start leaks, don’t wash the radiator and don’t change the oil, then even such a simple engine can be brought to the handle.
- As already mentioned, there is no point in considering naturally aspirated engines with direct injection 1.6 FSI (115 hp BLF/BLP) and 2.0 FSI (150 hp, BLR/BVX/BVY). The power gain is minimal, but there are plenty of problems. First of all, the direct injection power supply system with high-pressure fuel pump fails, it is capricious, unstable to low temperatures, and besides, it creates ideal conditions for coking of the piston rings. The 1.6 FSI, moreover, has a timing chain in the drive, and it tends to stretch to a mileage of 100 thousand.
- 1.4 TSI (122 hp, CAXA) - the EA111 engine was very crude and problematic at the time of release. The timing chain is as thin and prone to early stretching as that of the 1.6 FSI. The piston is prone to oil waste. The turbine and supercharging system hold up as luck would have it. In theory, if the engine has undergone a high-quality restoration with the replacement of the piston and timing belt with versions from the later EA111 (the elimination of childhood diseases was gradual), then you can take it. But there are very few such options - they are usually sold “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. Compared to the 1.4 TSI, there are slightly fewer problems, but the main sources of problems are the same: the piston drives oil and a weak timing drive. The series was brought to fruition only in 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 pump injectors, EA188 family. In practice, 1.9 turned out to have the maximum resource life - there are cars that have run for 500 thousand or more without major repairs. If you want the cheapest operation, look for 1.9 without a particulate filter (BKC and BXE).
- 2.0 TDI diesel engines of the same EA188 series with more modern piezoelectric pump injectors - these are 136-horsepower BMA, 140-horsepower BKP and 170-horsepower BMR. The piezo injectors turned out to be so-so, others failed even before 100 thousand and were replaced under warranty. It's not worth messing with, especially the powerful 170-horsepower one.
- 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 version.
- All 2.0 TDI engines, regardless of the type of power system, had a characteristic problem with wear of the so-called hexagon - the oil pump drive, which led to oil starvation and major repairs. Check to see if it has changed - the resource ranges from 140 to 200 thousand, depending on your luck.
- The powerful VR6 engine 3.2 FSI (AXZ) makes the Passat similar to the first generation Porsche Cayenne. Surprisingly, the direct injection system turned out to be more durable here. The average problem-free mileage ranges from 150 to 200 thousand. The timing drive turned out to be very complex, and phase failure usually occurs due to the fault of worn tensioners, and not the chain at all.
- The VR6 3.6 FSI (BLV, BWS), which is very rare for Passats, 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 engines (except perhaps the simplest 1.6) needs to be carefully diagnosed: compression measurements, endoscopy, checking with a dealer scanner, measuring phases with an oscilloscope - it’s better to spend an extra few thousand and play it safe than to spend 10 times later more for repairs.
