Volkswagen Passat B7 reviews from mechanic owners. European business sedan for relatively little money: disadvantages of a used Volkswagen Passat B7

All-wheel drive, manual transmission, etc.

If you do not take into account the peculiarities of automatic transmissions, the transmission is more than reliable. Minor difficulties are associated only with the anthers of the front CV joints; there are often cases when they leaked at mileages of up to 50 thousand due to loose or flown clamps. It is recommended to check this unit, and if a non-factory clamp is installed, then a thorough inspection of the condition of the CV joint itself is necessary.

All-wheel drive vehicles with a Haldex clutch to drive the rear wheels perform excellently. The latest generation clutch itself still works reliably, it is recommended to change the oil in it at 40-50 thousand kilometers, not earlier, the electrics do not fail, the pump will cover 120-180 thousand kilometers even in the absence of maintenance, with mileages above 200 the unit usually requires repair.

Again, there are no difficulties with the angular gearbox. True, this is all provided that the engine is not heavily tuned. With a 350-horsepower engine under the hood and regular “races” on the highways, all transmission elements are at risk - you can “collapse” the driveshaft, the rear gearbox, and the clutch for literally tens of thousands of kilometers.

There are no particular difficulties with manual transmissions, provided that. The clutch is rather weak even for stock 1.8 TSI and 2.0 TSI engines, not to mention diesels. The clutch life is on average about 50-60 thousand kilometers even with careful handling, and the expensive dual-mass flywheel does not last much longer, especially on diesel engines.

And if the engine is forced, then real difficulties begin. With a torque above 320 Nm, the clutch wears out within literally 10-20 thousand, and then slippage begins. The clutch from the VR 6 does not fit into this place, but fortunately, tuning comes to the rescue - you can install a custom Bryce flywheel and get what you want.

But the manual transmission itself in practice turned out to be less robust than the six-speed pre-selective DQ 250 and, even more so, than the DQ 500, so in this case, “mechanics” are not the best suited for serious tuning. With a torque of 450-470 Nm, standard manual transmissions do not last long. Well, there are no purely resource problems yet, except that the seals of the manual transmission axle shafts may leak at high mileage.

Robots DSG7

The most successful option that could be found on machines of the B 6 generation - Aisin TF 60SN - was not officially installed on the B7. If you see it in advertisements for sale, then most likely the car is not exactly a B7, but its American relative, which has a very distant relationship with the European B7.

In the photo: Volkswagen Passat (B7) "2010–14

Occasionally there are cars with an automatic transmission “swap”, fortunately the manufacturer has provided everything for this - literally “take it and put it in”, for example, with Passat CC or Skoda Octavia, where such equipment was one of the most common. It’s not a bad box, but on the Passat, with the standard cooling system, it regularly overheats and does not last very long. Already after 100-120 thousand kilometers, twitching is possible due to contamination of the valve body, dirty oil and intensive wear of the gas turbine engine locking linings, and overheating makes the automatic transmission wiring fragile. In general, this automatic transmission will cover 200-300 thousand kilometers only with good maintenance, but the chances are high, and it is relatively inexpensive to repair.

As standard, cars with engines up to and including 1.8 TSI were equipped with a seven-speed “dry” DSG transmission with the general name DQ 200. VW succeeded in trying to make an inexpensive, fast and economical automatic transmission for its cars. But all users of cars with these boxes until 2013-2014 acted as beta testers. After 2014, a set of improvements to the box finally covered the main weak points, and the reliability of its operation increased to quite acceptable for automatic transmissions of the latest generations. Now the transmission began to drive stably until the clutch set wears out normally at 120-160 thousand city mileage, without bothering with breakdowns.

Unfortunately, on cars before 2013 there were more than enough difficulties. The low lifespan of a clutch set is just the tip of the iceberg. The company constantly improved the transmission software to save resources while maintaining the dynamics of the car, so the first versions of the automatic transmission were noticeably more “vigorous” than the current ones.

Initially, the service life of clutches often did not exceed 30 thousand kilometers, and the technology for replacing them turned out to be very difficult. After the first repair, the problems multiplied - if the technology was violated, the mechanical part of the box suffered, and the clutch set itself did not last long. Now the services have become more adept at carrying out this procedure, and even unofficials change clutches with a good chance of success. But there are other problems.

The most obvious and fatal incident for the DQ 200 gearbox turned out to be a very weak differential, not designed for a torque of 250 Nm from the engine and a large gear ratio of the first stages of the automatic transmission. During intense launches, the satellite axis was literally welded to one of them or simply came out of the body. Of course, in any case, the box body was destroyed, the wheels jammed, and only the fact that this usually happened at low speed saved us from serious consequences.

In addition to the gearbox clutches, the engine flywheel also wears out. Its price is high enough to draw attention to its wear and tear.

Mechanical breakdowns are also not uncommon; before 2013, this happened often; cars driven through Moscow traffic jams were especially unlucky. Wear of gear shift forks, clutch release forks, and rod seats led to shock shifting of gears or complete failure of the gearbox. Shafts and bearings also broke during this kind of malfunction, but sometimes the shaft bearings failed on their own.

An important part of the DSG is the mechatronics unit, which contains control electronics and hydraulics. In the case of the DQ 200, the unit does not have external cooling, which makes it dependent on the temperature in the engine compartment and the electric drive of the pump. Previously, hydraulic units were not repaired, only complete replacement was practiced, but at the moment this problem has been solved.

If you decide to buy a car with DSG 7, and the gearbox fails, then you can even repair it yourself. All you need is a suitable diagnostic scanner to move the rods to the service position and a set of tools to fix the clutch. You can remove it almost in the yard, although all the systems of the new boxes are very demanding in terms of cleanliness, so I cannot recommend this style of repair.

Next, you can quite simply replace the hydraulic unit drive pump, hydraulic accumulator, system seals, filter (on the condition of which much depends) and clean or replace the set of solenoids. If the board is damaged (for example, part of the wiring burned out or contact between the electronics board and the main wiring board is lost), then few people do such repairs, but it is also possible.

Boxes from the turn of 2013 and 2014 have an order of magnitude fewer failures, especially in terms of mechatronics and mechanics, and optimized algorithms protect clutches. Those owners who bought a car in 2013 are especially lucky - their cars are covered by a five-year warranty, just like earlier, frankly unreliable transmission options. Since 2014, the warranty has been reduced to the previous 2 years, but this is quite justified.

Robots DSG 6

The six-speed automatic transmission DQ 250 looks much more interesting, which was standardly installed with 2.0 TSI, 3.6 FSI and 2.0 TDI diesel engines. Its design is very different from the “dry” box. Its clutch is made in the form of packages of “wet” clutches that operate in a common engine oil bath.

The box is designed for noticeably greater torque and actively “swaps” instead of DQ 200 during tuning. The main advantage of this box is the older structure, which means a better balance in the reliability of all its components.

Radiator

price for original

9,603 rubles

But essentially the problems are the same. The clutches do not burn, but their wear affects the contamination of the gearbox oil and the wear of the mechatronics. There is external cooling, and installing a banal crankcase protection will no longer lead to the death of the box. But the cooling is clearly insufficient, the design of the thermostat and heat exchanger allows the oil temperature to go far beyond 120 degrees, and at such temperatures the wear of the mechanics increases greatly and the electronics begin to fail. Fortunately, most problems can be solved by frequently changing the gearbox oil - this is exactly the case when the more often the better. Once every 30-40 thousand will be optimal.

The most common problem for this automatic transmission is wear of the solenoids. Due to severe contamination of the oil during operation, the abrasive literally gnaws out pieces of the aluminum board. Garbage and shavings are a common problem with such boxes. It is recommended to change the filter frequently; it can simply break if it gets very dirty. It is also worth installing an external radiator (for example, an American Passat CC fits like a native one) and a filter.

Due to chips, seals, rubber rings and box seals suffer, so leaks and pressure leaks occur regularly due to poor maintenance. The mechanical part also suffers due to oil contamination; dirt damages bearings and gears, and at a certain level of contamination with solid particles, damage increases like an avalanche.

DSG 6 is not very easy to repair; a lot of problems arise due to unqualified intervention. Services that have mastered the repair of hydraulic four-stage and some five-stage machines may be surprised to find that the qualifications of the craftsmen and equipment are not enough even for accurate assembly and disassembly of the unit.

Both DSG “robots” provide very high performance characteristics to the car, but the number of expensive repairs due to their fault is very high, even with low mileage. And if the DQ 250 gearbox mainly requires frequent and high-quality maintenance, then the DQ 200 until 2013 simply has too many design defects. Not all of them appear immediately, many cars managed only by replacing the software of the units and one replacement of the clutch with runs of up to 200 thousand kilometers, but the chances of serious expenses with such an automatic transmission are very high. Especially during traffic jam operation, and even with increased temperatures in the engine compartment and maximum loads.

Such a box has a very bad time when tuning engines, because with the standard limit of 250 Nm, there is software for it and even clutch kits designed for a torque one and a half times greater. In this case, the mechanics simply “burn.”

Motors

Petrol 1.8 and 2.0

The engines of the Passat B 7 are also “the most advanced”. It has only one naturally aspirated engine, the VR 6 3.6 liter, the rest are equipped with turbines with all the attendant complications. I’ll immediately disappoint you that all the proposed motors are mechanically flawed. But the scope for tuning is simply amazing. If you read my article, then the motor from the EA888 series is used as an example, as in the Passat. 1.4 TSI engines are noticeably worse tuned, but the increase in power compared to the factory version can be up to 50%, which is very, very significant. But there are serious problems with reliability even during normal operation.

Even with such a small age by automotive standards, there are complaints about poor tightness of intake systems, contamination of radiators and leaking cooling systems. This is worth paying attention to when purchasing any petrol Passat. Oiling the intake pipes will also tell you whether the engine is consuming oil and where the leak is occurring - through the turbine or through the ventilation system. In general, inspection of the engine compartment, even on a fresh car, should be carried out with the utmost meticulousness.

Many engines with a mileage of 120-150 thousand kilometers have already gone through a replacement of the piston group or even a replacement of the block, so there may be nuances associated with unqualified installation: damage to the wiring, violation of the laying of hoses and wiring. In addition, the owners are clearly “embarrassed” to admit the true mileage of the cars. Sometimes you can get this information when diagnosing with a scanner, using marks from various blocks where the “mileage takers” were too lazy to get into, but the condition of the engine will also tell a lot to an attentive person.

The most popular engine for the Passat B7 is the 1.8 TSI of the EA 888 family. With a power of 152-160 horsepower, it provides very good dynamics, especially in combination with DSG, and high efficiency. The two-liter 2.0 TSI engine is extremely similar in design, except that it is equipped with a completely different gearbox and is more boosted in terms of torque. But the main design nuances are common to them.

Turbine 1.8 TSI (K03)

price for original

112,938 rubles

1.8 engines are mainly CDAA series, and two-liter ones are CCZB. First of all, you should pay attention to the tendency to have an oily appetite. The manufacturer struggled intensively with this, but as a result of all the replacements of the piston group, only after 2013 the option can be considered acceptable. It is not prone to coking at the slightest opportunity and has an acceptable service life.

Several different options with different thicknesses of the piston pin, piston and connecting rod on machines before 2013 have limited compatibility with each other, but all have the unpleasant property of starting to consume oil at the slightest overheating or rare oil changes. This is due to the strange design of the piston rings, insufficient oil drainage from the oil scraper ring and its weakness.

An additional factor contributing to losses is contamination of the crankcase ventilation system, leaks of gaskets and seals, a tendency to coking of the intake valves, increased wear of the intake valve guides and the low service life of their seals.

Another trouble that every owner will have to face is the short and unpredictable life of the timing chain and oil pump. On average, it does not exceed 120 thousand, although there are unique ones with mileages over 250 on one chain. Moreover, breaks in the pump circuit also occur, especially during winter starts. The pump itself rarely fails, but in any case, the result is fatal for the engine.

The icing on the cake is the design of the pump and thermostat in a single unit with a plastic housing. Plastic aged three years or older is prone to warping and leaking. The price of the unit is quite high, and the motor is very sensitive to coolant leaks and overheating.

Pump with thermostat 1.8/2.0 TSI

price for original

13,947 rubles

With all this, the engines of this series have a large margin of safety for the piston group, a good crankshaft, a durable block and a boost margin of one and a half to two times without intervention in the piston group, only with the replacement of turbines and the power system.

Moreover, moderate boosting does not greatly affect the service life during normal operation, at least because tuning firmware primarily reduces the operating temperature, which has a good effect on the condition of the engine. They also require the use of higher quality and viscous oil and more frequent replacement of it than prescribed by the maintenance regulations. A very significant number of cars in Russia have chip tuning, don’t be too afraid of this when buying, but in this case it’s worth taking a closer look at the condition of the automatic transmission.

Petrol 1.4

The younger brother of the “big” 1.4-liter engines is noticeably more fragile. Its piston group does not tolerate boosting well, the supercharging system has a weak point in the form of a liquid intercooler, and the timing chain drive has a very short resource and is prone to chain jumps.

The family includes four series of motors. The simplest 1.4 122 l. With. – these are CAXA motors, they are the most common. A less common option is a twin-supercharged engine with 160 hp. pp., series CTHD/CKMA. It is very rare to find variants of this engine optimized for operation on compressed gas, the CDGA series with 150 hp. With.

Oddly enough, the best option is a “gas” engine. It has a strengthened piston group that is almost not prone to coking, a more durable cylinder head material and a lower operating temperature. Twin-supercharged engines have a very complex intake system, with a compressor and turbine, and therefore high maintenance costs after the warranty expires.

Timing chain 1.8/2.0 20V

price for original

4,993 rubles

In Europe they were in demand for their combination of high power and amazing efficiency. A large sedan with such an engine on the highway has a consumption of less than 5 liters per hundred, and at low speed - even less than 4, while in the urban cycle the consumption can be less than 9 liters, which is a serious achievement for a car of this weight with a gasoline engine.

Problems with the timing chain are typical mainly for cars produced before 2012, but surprises are possible even after. In any case, the resource will not exceed 120-150 thousand, and if noise appears, it is recommended to immediately change it, without waiting for a jump. If the motor is older, then check whether the front cover of the engine has been replaced - on the new design there are protrusions that prevent the chain from jumping, a more aggressive configuration.

You also need to monitor the cleanliness of the water-oil heat exchanger (its block is inserted into the intake manifold and is contaminated by crankcase gases), the serviceability of its cooling pump, and the cleanliness of the intercooler radiator section. And even if the systems are in full working order, it is recommended to carefully monitor the operating temperature of the engine and the quality of gasoline. “Annealing” after a plug can lead to burnout of the piston, just like summer “races” on the highway at speeds close to maximum speed.

The same consequences are caused by refueling with 92-grade gasoline, ignoring errors in fuel equipment, or failure of the servo drive for adjusting the turbine in the closed position. A little more trouble can be caused by the existing tendency for the piston group to coke at standard oil change intervals of 15 thousand kilometers. It occurs less frequently than on 1.8/2.0 engines, but it is not as painless.

Motor version 122 hp. With. It’s too weak for this car, and with the firmware it’s 150-160 hp. With. The turbine is already suffering - it can withstand a maximum of 40-50 thousand kilometers. In general, this option is noticeably less reliable than larger engines, and the reduction in fuel consumption and maintenance costs is unlikely to compensate for this disadvantage.

Petrol VR 6

The top-end 3.6 BWS engine is frankly rare. A very interesting design has a good service life overall, but there are also plenty of shortcomings. At a minimum, a timing chain with an insufficient resource, the replacement of which requires removing the motor. It is located on the flywheel side, and replacing the lower chain is basically impossible on the machine. Coking of the valves and a tendency to coking of the piston group were also noted. The dense layout, complex intake, and extremely complex cylinder head design also do not help reduce operating costs. Despite the lack of supercharging, it is hardly simpler than the 1.8 TSI.

Diesels

Injection pump 1.8 TSI

price for original

14,215 rubles

Diesel engines are mainly represented by two types of engines - 2.0 TDI with 140 hp. With. The CFFB series with pump injectors is a relatively old design, the second CBAB engine is already with Common Rail injection.

The option with pump injectors is considered unambiguously resourceful and reliable, and the disadvantages associated with high wear of camshafts and a drop in oil pressure in the cylinder head are known and solvable. But new engines with electronic injection, with the same power, are much more responsive, have lower consumption and fewer expensive parts.

Of course, due to the rare complaints about them, one gets the impression that these are the most reliable engines in the new Passat. It may well be that this is so, but operating a diesel engine in Russia is always a lottery. It depends too much on the quality of the fuel, and components such as EGR and particulate filters, when operating in traffic jams, increase the number of failures and reduce service life.

Is it worth taking?

For such a new car, the Passat B 7 has a lot of problems. Failures of engines and gearboxes with mileages of up to 150 thousand and expensive repairs at the same time look especially unpleasant. But other than that it's not that scary. The body is not perfect, but most cars are still holding up well. The interior has become noticeably better than its predecessor. The electrics are a little more complicated than those of most cars, but they also provide a lot of possibilities, increasing the comfort of use significantly. In addition, most repairs are carried out under warranty or as part of the manufacturer’s post-warranty service, so the owners do not bear the full burden of the costs.

If you take a Passat like this, then make sure it’s as fresh as possible.

It is the latest series of machines that are less likely to have problems - just in time for the decline of the PQ 46 platform, all the problems that followed the pair of PQ 35/PQ 46 platforms from the moment of their appearance were corrected. Both motors and gearboxes have become significantly more reliable, having gotten rid of childhood diseases. To be even more specific, I would recommend a car with a 1.8 manual transmission or a 2.0 with a well-maintained DSG 6. Don’t count on a carefree future - sooner or later the car will ask for investment, but it is quite possible that by that time it will no longer be in your hands.

On the Russian market, the station wagon was initially offered in three trim levels: Trendline, Comfortline and Highline. Since 2013, a new top-end Style trim has been added. In the basic equipment of the Trendline, the list of equipment is quite rich and, among other things, includes a leather-trimmed gearshift knob (for the version with DSG), air conditioning, an audio system with 8 speakers, a heated windshield, electric drive and heated rear-view mirrors, heated front seats , quartz clock in the dashboard, electric windows front and rear, central locking with remote control. The Comfortline package includes 16" alloy wheels, a 3-spoke leather multifunction steering wheel, climate control, electric folding side mirrors, Iridium printed interior panels, a driver's seat with electrically adjustable lumbar support and backrest angle, an anti-theft system with an autonomous siren, volume sensors, towing protection and comfortable closing. The Highline package offers 17" alloy wheels, aluminum finish, combined seat upholstery (leather + Alcantra), fog lights. The Style version is distinguished by the R-Line design package (bumpers, rear spoiler, skirts), bi-xenon headlights, dynamic cornering lights, LED taillights, “full” parking sensors, a rear view camera, leather seat trim and a keyless entry system.

The Volkswagen Passat line of power units includes several engines ranging from 1.4 to 2 liters. The base 1.4 TSI engine develops 122 hp thanks to turbocharging. and a maximum torque of 200 Nm in the range from 1500 to 4000 rpm. This engine is economical - fuel consumption is only 6.3 liters per 100 km with a manual transmission and 6.4 liters with a 6-speed DSG gearbox. Volkswagen Passat with a 1.8 TSI engine develops power of 152 hp. at 5000 rpm, maximum torque 250 Nm at 1500-4200 rpm. Fuel consumption is 7-7.1 liters per “hundred”, depending on the type of transmission. The most powerful modification is with a 2.0 TSI engine and a DSG gearbox, its maximum power is 210 hp. (5300 - 6200 rpm), maximum torque 280 Nm (1700-5200 rpm). Acceleration to 100 km/h will take 7.6 seconds. However, fuel consumption cannot be called high - 7.7 liters per 100 km. In addition to gasoline engines, a 2.0 TDI diesel engine is also offered, also in combination with an automatic transmission. Its characteristics are power 170 hp, torque 350 Nm, consumption 5.3 l/100 km.

The Volkswagen Passat B7 inherited from its predecessor almost the same dimensions (except for the increase in length due to new bumpers) and chassis, including a fully independent suspension (McPherson strut at the front and multi-link at the rear). Volkswagen Passat front brakes are ventilated discs. The rear ones are disc. The electronic parking brake is equipped with an "Auto-Hold" function that automatically holds the vehicle in place with the main braking system and parking brake, and then automatically releases the brake when starting. The station wagon has front-wheel drive, but the model range also includes an all-wheel drive modification - the Alltrack station wagon. It is distinguished by modified suspension settings, providing an additional 30 mm of ground clearance. The 4Motion all-wheel drive system instantly transfers torque from one axle to another thanks to electronic control and an electro-hydraulic clutch.

A serious attitude towards safety is guaranteed by the fact that the car is equipped with a full set of airbags (front, side, curtain airbags), ISOFIX mounts, seat belts with tensioners, anti-lock braking system (ABS), brake auxiliary system (BAS) and electronic stability control system (ESP) coupled with traction control system (TCS). For more expensive trim levels, the following are provided: the “auto light” function, dynamic cornering lighting, tire pressure monitoring, puncture-resistant tires, driver fatigue detection system,

The popularity of the Volkswagen Passat for many generations has been supported by a balanced set of characteristics and the generally high reliability of the model. The seventh generation has become even better in this regard, essentially offering the buyer a more modern and safer version of an already time-tested unit base. There is a choice between a sedan and a station wagon. Among the latter, someone will probably be attracted to the all-wheel drive Alltrack - a modest and not too stand-out from the crowd, but very interesting in its capabilities, the off-road version of the Passat.

A representative of the automotive business class, the Volkswagen Passat B7 debuted on the Russian market in May 2011. Do our readers know that the Passat is the most recognizable and popular car from Volkswagen AG in Russia? Yes, and this is a fact, the Passat over many years of production (the 1st generation of the model debuted back in 1973) has earned a reputation as a super reliable car. The first six generations of the model sold more than 15 million copies around the world. Look around, there are a lot of 3rd and 4th generation Passats driving along the city streets and roads of our country, and these cars are twenty or more years old. Will the new generation of the model be able to surpass the Volkswagen Passat B5 in popularity and reliability? In our review, we will try to find out whether the 2012-2013 Volkswagen Passat B7 was able to inherit the reliability and charisma of its ancestors.

Let's evaluate the exterior and interior of the car together, consider the body options (sedan and station wagon Passat Variant), look at the technical characteristics (suspension, engine, gearbox), and look at the possibility of choosing colors, tires and rims. Let's arrange a short test drive, get acquainted with the prices and configurations of the Volkswagen Passat B7 for 2013. We will devote a separate review to the off-road version of the Volkswagen Passat Alltrack. Traditionally, we will be helped by reviews from owners and their analysis, photos and video materials.

Let’s immediately focus on the two body types of the participant in our review and overall dimensions.
The 7th generation Passat is available in four-door sedan and five-door station wagon body styles. External dimensions sedan (station wagon) are: 4769 mm (4771 mm) in length, 1820 mm (with mirrors 2062 mm) in width, 1472 mm (1516 mm) in height, 2712 mm wheelbase, ground clearance ( clearance) for Russian versions of cars increased to 165 mm.
The appearance of the 2012-2013 Volkswagen Passat B 7 is strict and laconic in German. The front part of the car has large headlights; between them there is a narrow slot in the radiator grille with four chrome bars. A neat front bumper with an additional air duct and a characteristic aerodynamic lip along the lower edge, rectangular foglights. The sloping hood is marked with two side ribs, forming small ledges turning into sculptures of the wheel arches. When viewed from the side, we enjoy the regularity and calmness of the lines with soft transitions of smooth stampings. It is difficult to say which of the bodies in profile looks more harmonious - a sedan or a station wagon; here the preferences of the potential owner will be a priority. In our opinion, both executions look complete and laconic.
The rear of the sedan has large horizontal lighting elements, a neat bumper and a compact trunk lid. The Volkswagen Passat B7 station wagon traditionally has a large fifth door, the lower edge goes deep into the bumper profile, and lighting lamps that are slightly smaller than those of the sedan.
The design of the 7th Passat absorbed elements of the appearance of previous generations of the model, but with an eye to modern trends in global automotive fashion. An important fact for car enthusiasts in Russia is the corrosion-resistant “German” body, made of 74% high-quality steel with double-sided zinc coating, anti-gravel protection for the bottom and boxes, and protection for the engine compartment.

When ordering a car, you can choose the option you like colors enamels from a large palette of available options: basic Candy (white) and Urano (Grey), optional Tornado (red), Iron (gray), Light-Brown (light brown), Night Blue (blue), Reflex (silver), Island (metallic gray), Deep (black pearl), Black Oak (dark brown).

Volkswagen Passat B 7 is equipped with Trendline in the initial configuration tires 205/ 55 R16 on steel disks Size 16, for the Comfortline version tires 215/55 R16 and alloy wheels of 16 radius, and the rich Highline equipment is equipped with advanced self-sealing tires 235/45 R17 on light alloy wheels R17. You can also install larger wheels 215/45 R18 and 225/40 R18, and the choice of wheels is simply huge.

The interior of the Passat B 7 looks expensive, regardless of whether you are in the basic Trendline configuration with fabric upholstery of the seats (mechanical adjustment, heating, lift) or sitting in a leather chair with ventilation and electric drive in the packed Highline version. The first row seats look simple and flat, have dense padding, a correct anatomical profile and adequate lateral support. They are also very comfortable and convenient for long trips. The steering wheel is comfortable and pleasant to the touch, adjustable in depth and height, the instrument panel has large radii of the speedometer and tachometer, and there is a multifunctional screen between them. The front fascia and center console are conservative, with high-end versions featuring solid wood inserts on the dashboard and all versions featuring a dial clock on top of the console. The ergonomics of the controls, the information content of the instruments, the quality of materials and the level of assembly of the interior are exemplary.
In the second row there is enough space for three adult passengers, but with a caveat. Those sitting in the center will be disturbed by the high transmission tunnel and ventilation deflectors, which protrude strongly into the rear of the cabin. But two people are offered plenty of space in all directions. The trunk of the sedan when traveling holds 565 liters; by folding down the separate backrests of the rear seats, we get a flat floor and almost double the capacity. The trunk of the Volkswagen Passat b7 station wagon accommodates from 603 liters with five passengers on board to 1731 liters with the second row seats folded.

As we said above, the Volkswagen Passat B 7 sedan and Passat Variant B7 station wagon are offered in three trim levels: modest Trendline, harmonious Comfortline and sophisticated Highline. The Slavic mentality forces them to buy only the most luxurious and expensive things, which is why Russian car owners, when choosing their Passat, give preference to the “packaged” versions of the car. The usual attributes of a modern car will be available: climate control, full power accessories (mirrors, heated front seats, power windows), electric handbrake, heated windshield, alarm and central locking. The bulk of the comfort, entertainment and electronic assistant functions are still offered as options: leather upholstery, advanced multimedia system with color screen (navigator, CD MP3 AUX USB 8 speakers), heated rear seats, cruise control, LED rear lights, Park system Pilot with a rear view camera, a system capable of recognizing driver fatigue, bi-xenon headlights, opening the trunk with a wave of your foot under the bumper, and other pleasant little things.

Specifications Volkswagen Passat B7 2012-2013: in Russia, the new 7th generation Passat is offered with four gasoline engines, plus one turbodiesel (on the Passat 7, a turbine is present in all engines).
Petrol

• The 1.4 liter TSI (122 hp) is paired with a 6-speed manual transmission (or automatic 7 automatic transmission DSG), will provide acceleration to 100 mph in 10.6 seconds, a top speed of 200 mph, fuel consumption in mixed mode 6.3 liters In the city, fuel consumption is 8 liters.
• The petrol 1.8 liter TSI (152 hp) with 6 manual transmissions (7 DSG automatic transmissions) is capable of accelerating the car to 100 mph in 10.3 seconds and reaching a top speed of 214 mph. Fuel consumption will range from 5.4 liters on the highway to 9.7-10 liters in the city.
• The petrol 2.0 liter TSI (210 hp) with 6 DSG automatic transmission shoots to the first hundred in 7.7 seconds, acceleration will end at a maximum speed of 233 mph. The engine's appetite on the highway will be 6.1 liters, and in the city traffic 10.9-11.5 liters.

• 2.0 liter TDI BlueMotion (170 hp) with 6 DSG automatic transmissions, the diesel engine has an enviable temperament up to 100 mph in 8.8 seconds, the maximum achievable speed is 220 mph. Thanks to start-stop systems and braking energy recovery, the diesel engine will please you with modest consumption, 5.5 liters in the combined cycle, and about 6.5 liters in the city.

Reviews from owners of the Volkswagen Passat B7 confirm the moderate appetite for the new Volkswagen TSI and TDI BlueMotion engines. We immediately warn potential buyers that engines are prone to increased oil loss - up to 0.5 per 1000 km. Problems with the DSG gearbox are also common - rapid wear of the clutch discs, and malfunctions associated with shock absorbers; they can start knocking after 30 thousand kilometers, and over time the plastic in the cabin creaks. In our opinion, the car has not become worse with the change of generations; it’s just that the high cost of the car, multiplied by the more demanding attitude of car enthusiasts to quality and maintenance, ultimately results in inflated expectations of the owners. The slightest knock in the suspension or creaking in the cabin is perceived with what is called “hostility.”
The suspension is completely independent, MacPherson struts at the front, four-link rear, arms and subframes made of aluminum. The electromechanical power steering is capable of changing characteristics depending on the speed of movement, disc brakes with ABS, ESP, EDS, ASR, MSR. As an option, you can order (XDS) an electronic cross-axle differential lock (standard equipment for the Highline version), but, alas, it is not available with the youngest 1.4 liter engine.

Test Drive Volkswagen Passat B7 2012-2013: driving the 7th version is a pleasure, the suspension is tuned to the border of comfort and handling. The chassis and steering, on the one hand, allow you not to notice even large potholes, and on the other hand, you can take turns with filigree precision. True pleasure comes from operating a car on a highway with high-quality road surface; like a long-distance express train, it is ready to “devour” hundreds of kilometers of highway.

What is the price: the price of a 2013 Volkswagen Passat B7 sedan in Russia for sale in car dealerships starts at 932,000 rubles. You can buy a new Passat Variant B7 2013 at a price starting from 1,004.00 rubles.
Since the Volkswagen Passat 7 version is a high-tech car, it is better to entrust issues such as purchase, diagnostics, tuning and repair to an official dealer, who will provide further service for the car. It is cheaper and easier to buy covers, mats and other accessories for the Passat B7, as well as spare parts for repairs and tuning, either at specialized retail outlets or in online stores.

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It's time to change the car, because... on the Octavia, the mileage exceeded 100 t.km., although no problems were brewing, because I look after the car very closely - I just wanted an update. The choice was between Passat B7 and Audi A4. Leaned towards the Passat. Previously, I owned a Passat B6 from 2008 to 2011, bought it new and, in principle, was happy with the car.

So, Passat B7 1.8 DSG Highline 12. mileage 45 t.km - good equipment (leather interior + Alcantara, aluminum inserts + xenon + LED lights at the rear, 17" wheels (Assembled in Germany)).

Looking ahead, I will say that I sold the car after a month of ownership. Well, let's talk about everything in order.

Appearance/body

In my opinion, the car is very beautiful, the shape of the body has been corrected compared to the B6, as if it had been cut and the car began to look more interesting from all angles. Cool lighting technology both front and rear. Unfortunately, paintwork here also does not resist chips well - and there are a lot of them. The biggest hit was two pockets of under-film corrosion on the struts!!! windshield. This is to talk about the German assembly.

Salon-Ergonomics

I really like the interior, nice materials, cool seats - very worthy. The seats are very very comfortable, everything is at hand, overall 10 points.

Dynamics, engine, DSG

The dynamics are quite decent, always sufficient both in the city and on the highway, but still weaker than the Octavia, despite the same engines and gearboxes.

The DSG works quite adequately, but there is one annoying feature - the DSG rattles when driving over uneven surfaces, as if you were riding on a pan with bolts (this did not happen on the Skoda))). Over time, it appears in many people; dealers do not recognize it as a malfunction, because... The gearbox functions normally. And I can no longer look at the road to decide what kind of car is driving with a bang)) not a very pleasant feature of a not-so-cheap car.

Suspension and sound insulation

This is where the biggest problem with this car lies. Let me tell you right away that the suspension on my car is fully functional.

I'll start with sound insulation - it simply doesn't exist.... How? How can a car that they position almost as a business class (although it’s funny to position a car on a golf platform like that) have such crappy sound insulation? at a speed of 20-30 km/h you can clearly hear the noise of the wheels, at a speed of 120-160 there is such a hum that your ears then buzz after 3 hours of driving (Please note that good Conti Sport Contact 5 tires are installed). When driving through puddles, you can hear water gushing along the bottom.

In general, we can continue for a long time. Let me tell you briefly - there is no sound insulation there. Just for fun, I dismantled the back door; the role of sound insulation there is played by some pair of flaps 2-3 millimeters thick. So the result is natural. And after driving the Golf 6, I was completely shocked, the noise there is much better than in the Passat.

Let's move on to the suspension. I don’t know who is to blame - the engineers or the notorious Bad Roads Package, but the suspension is not hard, but cruel)). This is just terrible, gentlemen. You drive over uneven surfaces and hear booms and jump like a dummy, i.e. comfort is completely absent.

I sold the car after a month of ownership. It seems that in comparison the comfort has only become worse, although even there it is not ideal.

The summary is as follows: this machine is for use only on good roads without uneven and rough asphalt))). The car is very good inside and out, but not on the move((.

Next car is Audi A4.

The Volkswagen Passat B7 has practically gotten rid of the reputation for unreliability that its sixth-generation predecessor earned. A number of technical innovations in the B6 caused outrage not only among the owners, but even among representatives of the official service. Today, the Passat B6 is part of the group of “elite” cars that help services and car parts sellers make money.

With the advent of the Volkswagen Passat B7, some of the “puzzles” disappeared. This was the result of deep work on mistakes. For example, the parking brake. One of the technical innovations of the previous B6 was a small parking brake button instead of the traditional lever between the seats. Her position alone, to the left of the steering wheel, was not very good. But this is a trifle against the backdrop of regular malfunctions of the parking brake mechanism. The problem was both in the control program and in the design of the rear brake mechanism. In V7 the button location has changed. Now it is at hand - to the left of the gear selector lever. In addition, the control unit for the entire system was replaced, as well as the rear caliper mechanism itself.

Engines

From the very beginning, the 122-horsepower 1.4 TSI served as the base unit. This is a simplified version that only uses turbocharging. Although this modification is considered more reliable than the option with a turbine and mechanical compressor, it is not worthy of recommendations. This variation does not have the proper power reserve.

The stronger version with turbocharging and a Roots-type mechanical supercharger is much livelier, but also not worth attention. And it’s not the compressor at all, but the pump with an electromagnetic clutch that costs about 30,000 rubles. In practice, it often begins to leak or loses performance. For comparison, a water cooling pump for a 122-horsepower version of the engine costs 10 times less - only about 3,000 rubles.

Of particular concern are problems with the timing chain, which are found en masse in small Volkswagen models with exactly the same engine (for example, in the Golf). In Passat with 1.4 TSI, there are cases of chain stretching and even jumping several links, but nothing is known about serious consequences.

As a rule, the choice of buyers is focused on the more powerful petrol versions of the Passat - 1.8 TSI and 2.0 TSI. Both units are representatives of the third generation of EA888 series engines. In technical terms, these are quite complex motors.

Unfortunately, they are not without their drawbacks. Earlier copies are prone to high oil consumption - up to 1 liter per 1000 km. The reason is the design of the rings. The disease manifested itself after 50-100 thousand km. Since February 2012, the manufacturer began to install thicker rings, which required changes in the piston design. The disease was almost completely eliminated, although in some fresh specimens the problem was still observed. To eliminate the oil leak, you will need from 50 to 150 thousand rubles - to replace the piston.

The EA888 timing chain drive often has a shorter lifespan than a belt drive. Until 2011, replacement of the timing drive was sometimes required at 60,000 km. In 2013, the B7 began to be equipped with a more reliable modified timing drive. A complete timing belt kit with a pump will cost about 17,000 rubles. The condition of the timing chain and the tensioner rod output can be checked through a special window. In the case of the 1.4 TSI, this can only be done by removing the timing cover.

The manufacturer for 1.8 TSI and 2.0 TSI engines prescribes replacing spark plugs at least once every 100,000 km. It is better to reduce the interval to 50-60 thousand km. Due to contamination of the electrode, the likelihood of voltage surges increases. This leads to failure of the ignition coil, which is located directly on the spark plug. The cost of one reel is about 2,000 rubles. Fortunately, the electronics recognizes in which cylinder the combustion is incorrectly organized and immediately turns off the corresponding injector. This prevents catalyst destruction due to increased thermal load.

Many owners note the unstable operation of the 1.8 TSI at idle. The disease is most often observed after 50,000 km. No "magic pill" found. For some, changing the refueling location helps, and for others, replacing injectors or ignition coils.

After 50-100 thousand km, the fuel pump control unit (from 2,000 rubles) may also fail: the engine stalls and does not start.

The model's arsenal retained the old 6-cylinder 3.6 FSI, developing 300 hp. With such an engine, the Volkswagen Passat turns into a “rocket”, which can only be kept on the road with the help of the mandatory 4Motion all-wheel drive system. However, for excellent dynamics you have to pay with high maintenance costs and fuel consumption - around 12-13 liters per 100 km.

The VW Passat B7 was also equipped with diesel engines. The smaller one had a volume of 1.6 liters, and the larger one – 2.0 liters. The latter existed in three versions. The variant designated CFFB offered 140 hp, and CFGB – 170 hp. Later, the CFGC with 177 hp appeared. All of them differed in the injection system. The younger one used Siemens injectors, and the 2-liter one used Bosch. The service life of piezoelectric injectors directly depends on the quality of the fuel. The cost of a Bosch injector is about 25,000 rubles. As for the 140-horsepower 2.0 TDI, the manufacturer has finally gotten rid of the annoying “kick” when boost pressure increases.

The 1.6 TDI and 2.0 TDI have the same exhaust gas recirculation system (EGR). It consists of a radiator and a pair of valves. The one that allows the exhaust gases to enter the cooler is controlled pneumatically. The second, main one, which sends exhaust gases into the intake, has an electric drive. Problems occur only with the electric drive of the main damper. It jams, which leads to failure of the stepper electric motor for controlling the damper. The cost of an exhaust gas recirculation solenoid valve is from 2000 rubles.

Both diesel engines comply with Euro 5 emission standards, which means they cannot do without a particulate filter. It is integral with the catalytic converter. Ultimately, diesel engines in the Volkswagen Passat B7 cause fewer problems than in the B6.

Unlike gasoline counterparts with a timing chain drive, diesel engines use a timing belt. Despite the stated timing belt resource of 180,000 km, it should be changed at a mileage of 90-120 thousand km. For a complete set with a pump you will have to pay at least 15,000 rubles.

Gearboxes

The Passat B7 was equipped with a 6-speed manual transmission and a robotic DSG: 7 and 6-speed. DSG 6 came in conjunction only with 2.0 TSI and 2.0 TDI engines. There are practically no complaints about it.

DSG7 was not without surprises. Complaints appeared after 40-100 thousand km. Most often the clutch was changed: vibrations and jerking occurred. If you delay replacing the clutch, then the mechatronics could also fail (from 60,000 rubles). The replacement was carried out under a warranty of 5 years or 150,000 km.

The manufacturer upgraded the clutch at the end of 2013 and announced that from January 1, 2014 the clutch warranty is only 2 years. In practice, there have actually been fewer calls for service after installing the upgraded clutch. For reference, the cost of a new clutch kit is about 33,000 rubles, and replacement work is 10-15 thousand rubles.

Chassis

During the transition from the B6 to B7 generation, the suspension also underwent a certain modernization. It has become more durable. If earlier lower arms made of aluminum were used on the front axle, then in the new Volkswagen Passat they began to be made of steel. But what is much more important is that the design now provides for the replacement of silent blocks and a ball joint separately from the lever. The cost of the assembled lever is from 10,000 rubles. A repair kit consisting of a ball joint, bushing and bracket with a silent block will cost about 3,000 rubles.

The weak point in the front suspension is the rear silent block of the lower arm (after 50-100 thousand km). When it wears out, a knocking or squeaking sound appears. It is replaced complete with bracket - from 1,000 rubles.

In some cases, the front stabilizer bar bushings may also rattle. The manufacturer provides for replacement only complete with stabilizer - from 10,000 rubles. Fortunately, bushings can be selected from cars of other brands (in particular, from Opel Astra H) and replaced after a series of simple manipulations.

The rear axle uses a multi-link suspension, which has also undergone some changes. In particular, the upper wishbone was modified. Due to his fault, the axle geometry in the B6 was often disrupted, which caused premature wear of the rear tires.

Wheel bearings (usually front ones) can hum after 100-150 thousand km. Shock absorbers last more than 150-200 thousand km.

After 150,000 km, problems occur with the steering rack. And in winter, the electromechanical power steering sometimes fails. The reason lies in the software. When contacting the official service, the problem was usually resolved by updating the software. As a last resort, I had to change the steering rack (under warranty).

Other problems and malfunctions

In winter, after visiting car washes, door locks often freeze. In this case, the front doors stop closing (do not slam) until the car warms up. When you try to open the rear doors, the lock cable may come off.

Conclusion

The reliability of the Volkswagen Passat B7 has increased significantly compared to its predecessor. You will be pleased with the high level of comfort and excellent driving performance, finishing materials, perfect ergonomics and powerful engines. The only things that are alarming are the technically complex and capricious 1.4 TSI with double supercharging, the quality of some plastics in the cabin, high prices for used copies and dishonest sellers who cheat the mileage.