Problems with the Audi A4 camshaft. How to buy a used Audi A4 B7 correctly: too much power... it happens

The fourth generation Audi A4 was introduced at the end of 2007, and began its production in 2008. mass production. In 2012, the model underwent restyling, and in 2015 there was a generation change.

Engines

The four has a wide range of different engines: 1.8 TFSI (120 and 160 hp), 2.0 TFSI (211 hp), 3.2 FSI (265 hp), 2.0 TDI (120, 143 and 170 hp), 2.7 TDI (190 hp) and 3.0 TDI (240 hp).

The most widespread are the 1.8 TSI and 2.0 TSI turbo engines, and with them come problems that undermine the reputation of VAG engines. The most common problem with “inflated” engines is increased oil consumption, sometimes reaching 1-1.5 liters per 1000 km. Unhealthy appetite increased at 20-40 thousand km. The reason for the oil burn: poor design of pistons and rings. Authorized services recognized the problem after a control measurement if the oil consumption exceeded 0.5-0.6 liters per 1000 km. In this case, the piston group was replaced. As a rule, after repair the engine's appetite returned to normal. Those who have not looked into the service, over time, have to replace defective parts at their own expense - from 40,000 rubles.

Engines with a modified piston group began to roll off the assembly line from the 22nd week of 2011 (i.e. from May 2011). But they, no, no, and even begin to eat up oil after 100,000 km. In June 2013, modernized gen.3 turbo engines began to be installed, in particular CJEB and CNCD. They no longer suffer from oil burns.

The oil separator can also contribute to increased oil consumption - due to a ruptured membrane or a stuck valve (cleaning briefly revives the oil separator). The cost of a new unit at dealers is about 8,000 rubles, in regular auto parts stores - about 4,000 rubles.

In upgraded gen.3 turbo engines, the thermostat often fails. VAG prescribes replacing the entire assembly at a cost of 15,000 rubles, but you can get away with replacing a cheaper emergency thermostat - only 600 rubles. Most often, it is this that becomes the source of problems - it jams or opens early.

Another serious, but less common malfunction is the timing chain jumping one or more links. Typical for engines assembled before 2011. Symptoms: crackling, clattering, rattling when starting a cold engine, or the engine simply does not start. Causes: chain stretching, failure of the chain tensioner and shut-off valve phase shifter. To prevent possible problems, the manufacturer carried out campaign No. 15D6 to replace defective components.

The 2-liter turbodiesel Audi A4 has a reputation for being quite reliable.

At high mileage, loss of traction is possible due to a clogged particulate filter. The filter has a regeneration function, which is activated by command from sensors when clogged by more than 40%. Due to sensor failure, the self-cleaning program does not start and the filter becomes clogged. Its restoration is impossible. The way out of the situation is to remove the particulate filter and reflash the engine ECU. The cost of such work is about 9,000 rubles.

The turbodiesel uses a timing belt drive with a service replacement interval of 180 thousand km. Under Russian operating conditions, it is better to reduce this period to 120 thousand km. The cost of a timing belt kit is about 7 thousand rubles, and replacement work: about 25-30 thousand rubles from official dealers and 8-10 thousand rubles from regular services.

After 250-300 thousand km, the hexagon of the oil pump drive may wear out. Pump performance decreases, which leads to accelerated wear of the turbocharger and the engine itself. A new balancing shaft module with an oil pump costs over 90,000 rubles. Many services have learned to restore the assembly by replacing a newly machined hexagon.

The remaining engines are rare, but do not have any serious problems.

There are two more “weak points” on all Audi A4 engines. This is the current pump. The problem, as a rule, appears after 60-90 thousand km. The cost of a new cooling system pump from the “officials” is about 8-10 thousand rubles, and the cost of replacing it is from 2 to 6 thousand rubles, depending on the engine. A more budget option is to replace only the pump impeller at a cost of 2,000 rubles. Another equally common malfunction is the failure of the engine hydraulic mount after a mileage of more than 40-60 thousand km. The cost of a new support from dealers is about 10 thousand rubles.

Transmission

In combination with the engines, a 6-speed manual transmission, a continuously variable Multitronic variator, a classic Tiptronic automatic transmission (all-wheel drive versions with 3.0 TDI and 3.2 FSI) and a 7-speed S-tronic robot (all-wheel drive with 2.0 TFSI).

Manual and automatic transmissions are the most reliable on the list. The CVT is considered more reliable than on its predecessor, but sometimes there are calls for service with a mileage of more than 80-100 thousand km. Most often you have to complain about shocks, which are almost impossible to eliminate.

It turned out to be the most capricious robotic box transmission Common complaints: Jerking and rough shifting. The problem worsened towards 40-60 thousand km. Dealers reflashed the transmission ECU and changed the clutch, and in case of repeated contact, they changed the mechatronics (about 30 thousand rubles). At the end of 2013, the problem unit was improved.

All-wheel drive versions have a reliable transmission. There were no systematic complaints about the operation of all-wheel drive.

After 200-250 thousand km, the dual-mass flywheel may need to be replaced (it begins to rattle or knock), the cost of which is about 30,000 rubles, and replacement work costs about 6,000 rubles. The clutch lasts more than 200-250 thousand km (from 15,000 rubles per set).

Chassis

With the arrival of cold weather, when driving over bumps, knocking noises begin to be heard from behind from time to time. The source is shock absorber struts, which often begin to leak after a mileage of more than 30 thousand km. The suspension arms are capable of covering 100-120 thousand km. But there is a black sheep: the front lower control arms have to be replaced after 50-80 thousand km due to wear on the ball joint.

Front wheel bearings often give up after a mileage of 50-80 thousand km. Original bearings in official services available for 6 thousand rubles, on the side - for 3-4 thousand rubles. The cost of replacing them is about 1.5-2 thousand rubles. After 60-80 thousand km, a rupture of the anthers of the outer CV joint “grenades” is often detected. The cost of the boot is about 700 rubles, and replacement work is about 1-1.5 thousand rubles.

Sometimes the steering rack leaks. There are often cases of knocking on the slats after hitting a deep pothole at high speed. The cost of a new rail is about 60-70 thousand rubles.

After restyling, they began to install racks with a built-in electric amplifier. The amplifier often failed after 20-60 thousand km - more often in cold weather. In rare cases, owners managed to get away with updating the software. VAG ordered to change steering rack assembled. The cost of such a procedure from official dealers is 200,000 rubles! A refurbished rack can be purchased for 30,000 rudder, but sometimes it fails after just six months. The original unit on the side is available for 120,000 rubles. Unfortunately, few people still know how to bring the rack to life.

Body and interior

Some Audi A4 owners were puzzled by the paint peeling on the front fenders along the edge of the arches on cars of 2008-2010. There are few such cases - perhaps there was a manufacturing defect (painting defect).

The most surprising thing is the front optics, which work like a vacuum cleaner: the presence of dust and dirt inside is a common occurrence. It penetrates there through ventilation tubes, the filters of which do not cope with their task. Folk remedy: a piece of foam rubber in a tube. Clouding of the optics and fog lights is also common. With a mileage of more than 40-80 thousand km, the gas tank flap lock motor may stop functioning.

Creaks in the Audi cabin are rarely observed. Troublemakers may live in the rear parcel shelf or door trim.

On the 2008-2009 Audi A4, the MMI display starts to dim over time. Cause: CCFL backlight lamp burnt out. With a mileage of more than 100,000 km, problems occur with the heater motor (about 10 thousand rubles). Sometimes the driver's door lock fails, and in winter the Keyless entry system often malfunctions.

Conclusion

Let's summarize briefly. The Audi A4 B8, like most VAG models, played for elimination. The reputation was significantly tarnished by the TSI series engines, the S-tronic robotic gearbox and weak suspension elements.

03.10.2016

Audi A4 has gained great popularity among car enthusiasts because this car is equally well suited for both family car enthusiasts and single drivers, for example, for daily trips to work. One way or another, the car is prestigious, well-equipped, but, alas, not cheap, either in the initial purchase or in further operation. Now let’s try to figure out how often investments in a used Audi A4 will be required.

A little history:

The A4 model replaced the morally and technologically outdated Audi 80 in 1994. In order to maintain contact with the eighty, the company’s management decided to preserve the generational calculus that began back in 1960. So production of the Audi 80 was discontinued in the fourth generation, and the first generation A4 received the classification " B5 " The generation that will be discussed today is listed as “ B7 "(third generation), and was produced from 2004 to 2007, representing a deeply modernized predecessor. The car's design and suspension have undergone changes, and four new engines have also appeared. The front part of the body has completely changed, a single radiator grille has appeared in the form of a trapezoid, the headlights have become slightly curved towards the bottom. Changes also affected the trunk lid, rear lights, rear bumper and chassis; The interior of the car began to be covered with expensive fabric, velor or leather.

Disadvantages of a used Audi A4.

Audi A4 Comes with both petrol and diesel engines. Most often, on secondary market, there are cars with gasoline with a two-liter naturally aspirated, or with turbocharged engines of 1.8 and 2.0 liters. All engines are equipped with a timing belt type and a hydraulic valve pusher, which do not require adjustment. The two-liter naturally aspirated engine is quite reliable, and up to 150,000 km does not require special attention, and after the specified mileage, the engine begins to gradually eat up oil (up to 300 grams per 1000 km). Of the turbocharged engines, the most reliable is the 1.8-liter unit, but it is very demanding on quality lubricants. Given that correct operation the turbine will last 200 – 250 thousand km.

But a two-liter engine can present unpleasant surprises, for example, after 100,000 km, carbon deposits and wear form on the injection pump pusher and camshaft. Closer to 150,000 km, oil begins to flow through the valve cover (to fix this problem you will have to pay about 250 USD). Typically, the cause of this phenomenon is a faulty crankcase ventilation valve, and in such cases oil can press not only from under the gasket, but also get into the spark plug wells. After 100,000, the ignition coils fail one by one (the cost of one is about $50). With a mileage of over 150,000 km, in 99% of cars the engine consumes oil, and, unlike an atmospheric engine, the consumption here reaches one liter per 1000 km. Sometimes decoking of the rings helps eliminate this drawback. The turbine, like the 1.8 engine, lasts 200 - 250 thousand km, but with a mileage of more than 150,000, it begins to take more oil.

A two-liter turbodiesel will most likely please you very much with its reliability and lack of investment in repairs up to 200,000 km, provided that the previous owner serviced the car on time and refueled with high-quality fuel. After 200 thousand km, the injectors will need to be replaced, and it is worth noting that their cost is quite high. Thermostat, by standards modern cars, lasts quite a long time and requires replacement every 120 - 150 thousand km. At the same mileage, the cooling system pump will need to be replaced, but fuel pump lives longer - about 200,000 km.

Transmission.

On the Audi A4 (B7) you can find five- and six-speed manual transmissions, a CVT Multitronic» (Multitronic) and a six-speed automatic " Tiptronic» – only on all-wheel drive versions. A manual transmission, in general, is not fatal, but some owners of cars with mileage of more than 100,000 km complain of unclear gear shifts. The clutch, during normal operation, lasts up to 150,000 km, closer to 200,000, the synchronizers will have to be replaced. Multitronic, up to 150,000 does not cause any complaints, and after that it may begin to enter emergency mode, but do not be too alarmed, as this is most likely due to failures in the electronic control unit. The Audi A4 is equipped with an automatic transmission from a well-known manufacturer " ZF" If, during acceleration, you feel slight jolts, then most likely the problem is in the torque converters. Buying a new torque converter is not a cheap pleasure (about 800 USD); at the service center you may be offered to repair the old one, but this is not worth doing, since the repaired part does not last long. The recommendation for extending the life of transmissions is simple - change it a few times every 40 - 60 thousand km.

Electrical equipment.

Over time, the air flow control in the cabin, as well as the recirculation system, begins to malfunction; In such a situation, the cause is usually wear and tear on the servos. If your air conditioner stops working, first check the presence of refrigerant and the tightness of the system, then check the functionality of the air conditioner control sensor. If the airbag indicator does not go off during the cold season, then the cause of this malfunction may be a stuck airbag sensor (try driving into a heated parking lot, and most likely the problem will solve itself).

Driving performance of a used Audi A4.

The front suspension of the Audi A4 (B7) is four-link, the rear suspension is on trapezoidal arms. Many people believe that the Audi suspension is not quite suitable for our roads, but this is not true. During normal operation, the suspension will have to be repaired once every 100,000 km, but, in fairness, it is worth saying that you need to invest a lot in this unit. For example, replacing rattling levers all around will cost 800 - 900 USD, four shock absorbers (non-original) 300 – 400 USD On braking system Owners usually don’t have any complaints, the pads are here good quality and can last up to 60,000 km. Closer to 200,000 km, the steering rack will need to be repaired, which will cost 200 – 250 USD

All-wheel drive transmission in the version " quattro"is quite reliable, and all you need to do with it is to make sure that the seals do not start leaking, and if a leak forms, it must be quickly eliminated. With a mileage of 150,000 km or more, play appears in many cars in the cardan support bearing, and in order to avoid more serious problems, it must be eliminated in time by replacing the bearing.

Result:

When buying a used Audi A4, you must understand that the key to your long life together with this car, first of all, depends on regular visits to a car service center. Be sure to change the engine oil every 15,000 and no less frequently, and the timing belt every 50,000 km. These cars love high quality fuel, and we, unfortunately, cannot always offer it to them. Due to the fact that with the onset of cold weather many sensors begin to fail, owners often call the Audi A4 “sissies.”

Advantages:

• Design
• Build quality.
• Quality of body metal and paintwork.
• Balanced suspension.
• Interior finishing materials.
• Audio system sound.

Flaws:

• High cost of service.
• Fuel consumption gasoline engines(12 liters per hundred)
• Increased oil consumption after 100,000 km.
• Electronics are afraid of frost
• Low ground clearance.

The third generation of the Audi A4 with the B7 index turned out to be somehow intermediate. Its history lasted only three years and at first glance may seem like a restyling of the previous generation B6. This is not so, the base really remains old, but there are so many changes that the novelty of the generation is beyond doubt. Not all changes were beneficial. Let's figure out what Audi engineers improved and what they spoiled.

What changed?

First of all, the new “bearded face” of the model is visible. The exterior design was done well, at least it won’t be possible to confuse B6 and B7 in traffic. But they didn’t bother so much with the interior. There are very few differences, the only thing that catches your eye is the different steering wheel.

Noise insulation remained at the same level, but the modified suspension rides softer, which added acoustic comfort. Although dramatic changes not in the chassis, just tightened it up and finished it off.

Changes have affected some engines and automatic transmissions; there are more electronic systems and they have gotten smarter. By the way, in the case of the A4 B7, the modified old units turned out to be more reliable than completely new ones. We will look at all the main components in more detail below in the article.

Body and equipment

Although the basis of the body is taken from the previous generation, the changes are quite significant. Especially in terms of security:

• used high-strength sheet metal;
• strengthened the central side pillars;
• For “correct” deformation, some parts of the body are created using Tailored Blank technology - metal sheets with variable thickness.

In addition to a good frame, there is a “bunch” of electronic assistants for braking (ABS, EBA, EBD) and skidding (ESP). Which, by the way, really help on the road. All this is already included in the database, as are four airbags (for the driver, front passenger, and two side ones).

Otherwise, traditionally for German manufacturers, the A4B7 has many optional equipment. Heating, light and rain sensors, a screen with navigation and TV, as well as four options for the “coolness” of the music system.

In addition to the traditional S-Line tuning package, the Audi B7 has a special one - DTM Edition (many people are “hunting” for it, so it’s extremely difficult to buy). The exterior differs from the standard A4 in its body kit, carbon spoiler and lip. And inside there are Recaro seats, carbon fiber inserts, a black ceiling, leather combined with Alcantara and a very beautiful steering wheel. With ten Bose speakers, the Audi Symphony delivers impressive sound quality.

There were also technical differences:

• boosted up to 220 hp. With. two-liter turbocharged engine;
• manual transmission only;
• suspension lowered by two centimeters;
• more powerful brakes.

The body's resistance to corrosion is excellent. But after 12 years of operation, the first “saffron milk caps” may appear even on an A4 B7 without an accident history. You can look for it on the edge of the trunk of a sedan or the rear door of an Avant. At risk is the bottom under the protective plastic panels. A good overview of the differences in factory anti-corrosion protection between the Audi A6 C5 Avant and A4 B7 can be foundread the link .

Gasoline engines A4 B7

The most important section when choosing a used Audi A4 B7. The wrong choice can be costly. And there is plenty to choose from. Let's start with the “old guard”, which migrated from the previous generation with minor modifications. Basically, the electronic engine control programs (“brains”) have changed.

1.6 (ALZ, 102 hp)- the most economical option from all points of view. An A4 with such an engine will cost less initially and will not be at all expensive to maintain. The EA827 motor began its history back in the 80s of the last century. It has gone through more than one modification and has been studied inside and out. Legacy from B6:

This option is suitable for leisurely movement in urban environments at minimal cost.

2.0 (ALT, 130 hp)- also a reliable and proven engine. There is a “bad reputation” about him associated with increased consumption oil, up to one liter per 1 thousand kilometers. Most often this is true, but not on such a scale - 2-3 liters of oil per 10 thousand mileage, quite standard figures. Up to half a liter per thousand is considered normal; if more, intervention will be required.

In 2005 (just at the time of the release of the B7), the piston of this engine was slightly modified, but this did not particularly affect the oil burner.

You shouldn’t be too afraid of this kind of lubricant consumption. This does not affect the performance of the engine. And it’s quite difficult to miss refilling; the car itself will notify you with an annoying notification on the dashboard “ OIL MIN" . All A4 B7 engines have an oil level sensor.

1.8T (BFB, 163 hp)- a turbocharged representative of the old generation of engines. Created on the basis of atmospheric ones, so the problems and advantages are the same. Only the specifics of operation and maintenance of engines with turbines are added. When purchasing, the presence of a turbo timer will be a good sign that the owner has thought about proper maintenance.

When changing oil and filters every 10 thousand kilometers, a 1.8-liter engine can “live” 300+ thousand km without “internal intervention”. The average life of a turbine is about 250 thousand km. It lends itself well to boosting using chip tuning.

3.0 (BBJ, 218 hp)- a reliable naturally aspirated six-cylinder engine, which is not very common on the A4. A good alternative to the newer, more technologically advanced and slightly capricious 2.0TFSI with a turbine, which will be discussed below.

New motors:

2.0 TFSi (BGB, BWE, 200 hp)- rides great, especially in combination with all-wheel drive Quattro. With the DTM Edition package they installed a 220-horsepower modification with the designationBUL. Not everything is going smoothly with reliability. First of all, fuel equipment can cause costly problems. Common problems:

Do not rush to change the camshaft chain with tensioner if the “chain” sound is heard only a few seconds after starting the engine. This sound can be produced by a worn starter bendix.

In general, the engine is one of a kind - you want it and it hurts. Especially considering that it can be boosted very well with the help of chip tuning. The listed problems are not global and the cost of eliminating them will depend on the neglect. By the way, don’t forget to prepare engine oil for regular topping up.

3.2 FSI (AUK, 255 hp)- A V6 without a turbo with direct injection sounds good, but upon closer inspection it’s not worth messing with. An aluminum cylinder block with an unreliable alusil coating, coupled with engineering flaws in the piston group, practically guarantees a short engine life. In America, 3.2-liter engines were sold with the designationBKH, otherwise there are no differences.

Diesel engines

Traditionally for Audi, all diesel engines are turbocharged. Therefore, it is worth starting the check with it. There should be no gray/blue smoke from the exhaust or traces of oil on the air filter. But these are already pronounced signs; when buying a used diesel engine, it is better not to skimp on professional diagnostics.

1.9 TDI (BRB, BKE, 115 hp)- a reliable motor from the 90s. The most economical in the line. But good feedback are not exempt from additional diagnostics before purchase. Due to carbon deposits or natural wear, the system for changing the turbine geometry may jam. In this case, expensive repairs or replacement of the entire turbine will be required. The fuel system is reliable, but restoring a “dead” version will be expensive.

2.0 TDI (BPW, BRD, 140/170 hp)- a two-liter diesel engine is more modern and powerful, but a little more capricious. The 170-horsepower version was equipped with piezo injectors - less durable and very expensive.

2.5 TDI (BDG, 163 hp)- this is a modified version of the problematic engine from Audi, which was installed on the A6 C5. Some of the problems were fixed, but some were not. Therefore, it is better to avoid this option. Moreover, in the diesel V6 category there are more worthy options.

2.7 TDI (BPP, 180 hp)- a good combination of power and efficiency. Common problem with damper drive intake manifold It can be solved quite simply and inexpensively. If you fill up with high-quality diesel fuel and maintain it on time, then this engine will easily exceed the mileage of 300 thousand km without any special complications.

3.0 TDI (BKN/ASB, 204/233 hp)- on club forums, many consider this engine to be a benchmark in terms of the combination of power/efficiency/reliability. Fuel injectors in the system Common Rail are cheaper than pump injectors on four-cylinder “counterparts”. But maintenance is added to the injection pump (fuel pump high pressure). Three-liter V6s are always combined with Quttro all-wheel drive.

All diesel engines are well chipped. With a reasonable approach, you can easily and inexpensively add 25-50 forces.

Gearboxes

In the secondary market there will almost always be a manual transmission optimal choice. You will protect yourself from possible costly breakdowns. Which in the case of automatic transmissions of the Audi A4 B7 is quite probable.

The choice of transmissions is not very extensive: manual, CVT, classic automatic. With the first option everything is clear. In rare cases, you may end up having to replace a dual-mass flywheel.

A torque converter automatic transmission from the well-known manufacturer ZF was installed on all all-wheel drive vehicles. The new six-speed ZF6HP19 generally behaves well. But the engineers so wanted to achieve from it the characteristics of the famous DSG with two clutches that they were a little too clever. Tough settings led to a decrease in the resource of the box.

The situation is further aggravated by the fact that officially the oil in the A4 B7 automatic transmission is not supposed to be changed. Owners who ignored such regulations and changed the oil every 50-60 thousand km extended the “life” of the box by 50-100 thousand km. Therefore, when buying a B7 with a mileage of 200 thousand km, you risk completely rebuilding the internal part automatic transmission(and this is not a cheap “pleasure”).

The Multitronic CVT has also been improved, but for the better. From a technical point of view, everything is fine with him. But in practice it doesn’t work out so smoothly. A chain variator from Audi is capable of driving more than 300 thousand km without major repairs if:

• change the chain itself every 150 thousand km;
• do not tow the car, only a tow truck;
• change oil every 60 thousand km;
• ride calmly, without sudden jerks.

If the control unit fails, it can be considered a minor breakdown up to $500. And if the drive cones fail (during towing or untimely replacement of the chain), you will have to pay more than one thousand.

Chassis

The suspension of the Audi A4 B7 is complex and multi-link. In fact, it was inherited from the previous generation. But minor changes benefited the smoothness of the ride. If you like comfort without sacrificing handling, then the B7 is perfect for you.

The service life of the two upper and lower arms depends on the manufacturer of the part and the “proper installation”. This is especially true for silent blocks, which are replaced separately, but they must be clamped on a loaded suspension (i.e., with the car lowered).

Ball joints are only supplied complete with arms. Although craftsmen have already learned how to restore them quite inexpensively. But in this case, the security issue remains open.

According to reviews, spare parts from Lemforder and TRW are better. A more budget-friendly alternative with good rating- RTS. The first two manufacturers are able to ensure trouble-free operation of the suspension for more than 100 thousand km. Of course, the quality of roads, wheel diameter and driving style can significantly influence this figure.

Steering without any innovations. After 150 thousand mileage, hydraulic leakage and rack knocking are possible. It is not necessary to change, everything can be restored.

Quattro all-wheel drive, traditionally, does not cause any problems, only advantages. Unless, of course, it was “killed” by merciless exploitation, then restoration will be expensive. Be sure to check.

1.8 TSI (CABA, CDHA, CABB, CDHB, CJEB) and 2.0 TSI (CDNB, CAEA, CAEB, CDNC, CNCD) are the EA888 Gen3 series. Weak spots- prone to oil-guzzling piston group, not a very durable timing chain with a service life of barely 100 thousand. The turbine and fuel system, as a rule, live up to plus or minus 200. By changing the design of the rings several times, oil waste was finally curbed in 2013, and the owner, concerned about lubricant consumption, can always change the pistons to updated ones. It is absolutely impossible to drive with such a problem, adding a liter per 1000 km.
- A typical problem for EA888 is thermostat failure. The symptoms are clear: poor heating. The thermostat simply corrodes from the inside.
- Oil consumption on EA888 is not always associated with its removal through piston rings. Inspect the motor for leaks: from under the covers chain drive and from the turbine nozzle. Antifreeze also leaves - from the turbine cooling pipe and the pump itself. So check everything carefully, the motor does not tolerate overheating or oil starvation.
- Atmospheric 3.2 FSI (CALA) is a full-fledged V6 with 90-degree camber, not VR6. Installed only on Audi. The main problems are the death of tensioners and stretching of timing chains at mileage of 100-120 thousand (sometimes less and more). The tensioners were modified, but, judging by experience, this did not bring success. The injectors are rather weak and start to leak even before 150 thousand. Well, the delicate alusil coating of the cylinder walls can easily be damaged by detonation. It makes sense to take it if the entire timing drive has been rebuilt, the injectors have also been changed, and an inspection with an endoscope shows that the cylinders are free of scoring. And don't forget to use a scanner to measure your blood pressure. fuel system immediately after shutdown. If it falls quickly, the injectors are dying.
- Supercharged 3.0 TFSI (CMUA, CAKA, CCBA) - not with a turbine, but with a driven supercharger, which is quite reliable. The block is the same as 3.2. The timing life is slightly higher, but also needs attention. Alusil coating is even more vulnerable due to too high operating temperature. Under warranty, we changed the thermostat to a lower temperature one in order to open a large cooling circle earlier and reduce risks. But not everyone is concerned about this, so study this issue.
- Diesel in-line four 2.0 TDI in several boost options (CAGA, CJCA, CJCD, CMFB, CAHB, CGLD, CAHA, CGLC, CNHA) - this is the EA189 family, with a Common Rail power system and piezo injectors. Their resource is more or less predictable. As a rule, up to 150-180 thousand you only have to deal with cleaning the EGR valve, sometimes with particulate filter, which is simply deleted. Then, even if you don’t abuse bad diesel fuel, problems begin with expensive injectors. The turbine and fuel injection pump usually last a little longer. The timing belt here is belt driven. It is better to change the belt after 90 thousand.
- Large diesel V6 2.7 (CAMA, CGKA) and 3.0 (CLAB, CAPA, CCWA, CDUC, CKVC) - from the same family. The timing drive here is similar in design to the petrol V6s mentioned above, but is less loaded and lasts longer, can last up to 200. All standard diesel problems stay with them. The 3.0 is preferable of the two, because it comes with a hydromechanical automatic transmission, and the 2.7 comes with a variator, which is less able to handle the high torque of large diesel engines.
- Having purchased an A4, reduce the oil change interval to 7-8 thousand, use expensive ester-based oil and constantly monitor waste, as well as chain tension.
- Since all the engines here are complex and expensive to maintain, when purchasing, you should never skimp on good diagnostics. You must know for sure that the piston does not expel oil (compression measurement or fluid test), and the timing is normal (an oscilloscope can help). Well, checking with a dealer scanner is also welcome. It's better to spend 10-15 thousand on checking 1-2 the best cars than to spend 100 later on repairing a failed one.

It is worth noting that this time the official Audi representative office did not confirm any of the malfunctions as widespread. "There is no information that the problems listed are widespread. For our part, we recommend contacting an official Audi dealer if you have any complaints about the car. Qualified specialists from the dealership will determine the method of repair (if necessary), and also provide clarification on issues of interest We assure you that the official dealerships Audi are best prepared to service Audi vehicles with high quality performance of work. comply with the manufacturer’s technologies,” the representative office said.

Nevertheless, let's take a look at what owners of the “four rings” more or less often complain about. Maybe some of the symptoms seem familiar to you?

Headlight washer sticks in open position

It's funny that such an option as a headlight washer itself causes irritation for many Russian car owners. And all because headlight washing is often “linked” from the factory to one button with washing windshield(the headlights are automatically washed, for example, every fifth press of the steering column lever). Not everyone is happy with this: the washer fluid consumption is high and not always relevant.

But on the Audi A4 in the B9 body, a number of owners complained about the washer sticking: the nozzle simply refuses to “slide back” into its seat and remains stuck out. What is typical is that the washer on the left side does not close: according to the owners’ observations, the fastening of the mechanism itself is not rigid enough, the “leg” of the washer moves when closing, and it does not fall into its seat. However, dealers recognize the case as covered by warranty and fix it without any problems.

LEDs burn out in cold weather

We often come across disappointed reviews from owners regarding the A4 headlights, or more precisely, the LED daytime running lights. running lights. One gets the feeling that the DRLs cannot stand sub-zero temperatures and over time they begin to “freak out”: they blink, burn out, then suddenly come to life again... “Well, I’m like everyone else :) Real frosts hit, and the headlights began to fail, or rather , strips of diodes. Moreover, on both headlights. The result is replacement of two headlights under warranty. Here's a premium for you :)", writes, for example, user di9383 in social network drive2.ru.

There are already known cases of warranty replacements of headlight assemblies, and it is noted that after such replacements the problem disappeared. Officials, however, do not change the headlights right away: first the software is flashed, and if this does not help, then the headlights are changed under warranty.

Dashboard malfunctions

The new Audi A4 is replete with modern, sophisticated electronics, so it is not surprising that sometimes some of this electronic wealth begins to work incorrectly. For some, the MMI multimedia system freezes, others are puzzled by the strange behavior of the dashboard: on modifications with analog dashboard occasionally they started to get weird warning lamps: they lit up, blinked, and after stopping and restarting the engine everything returned to normal. An instrument cluster error appears on the dashboard itself.

There is a version that all electrical glitches occur due to poor sealing of the wiring in the area of ​​the steering rack - in particular, problems with the dashboard can arise precisely because of this. However, we would like to remind you that this version was not confirmed by the official representative office. One way or another, updating the software, which is carried out as part of the warranty, allows you to solve the problem with glitches.

Gearbox hum

Any mention of a gearbox in the context of VAG products alarms many: the epic with DSG and S-Tronic is still too fresh in the memory of car enthusiasts. And even despite the assurances of experts that in new generations all the widespread and destructive childhood diseases of these “robots” have already been cured, these boxes are treated with great caution. The A4 B9 is equipped with the next iteration of the robotic seven-speed S-Tronic. Reviews show that there are no truly widespread problems with the new A4 with boxes, but some negative stories sometimes they slip through: for example, there have been more than once complaints about a hum in the box in versions with a 1.4-liter engine. Official dealers note that in this case it is not always a question of a malfunction: if the box is noisy in severe frost, it doesn’t hurt to warm it up a little before starting to drive.

Of course, the owners of classmates and competitors can gloat and be in full confidence that they definitely made the right choice and bought the most reliable and problem-free car. But perfect cars don’t exist, and the fact that your favorite model hasn’t appeared in this section yet means only one thing: we just haven’t gotten to it yet.