Like previous generations of Passats, the Volkswagen Passat B7 is always in demand in the secondary market, even though the reputation of turbo engines and DSG boxes is not the best. Yet it is still a solid and comfortable “German”, albeit with its own nuances.
Technically, the B7 is a deep restyling of the previous generation B6. In this model, engineers have eliminated a number of shortcomings: they modified the parking brake, replaced the aluminum suspension arms with steel ones, increased the clutch resource, and so on. The model was imported to Russia from Germany.
Among the advantages of the car are branded Volkswagen ergonomics and high-quality interior materials, strong suspension and excellent road behavior, as well as excellent corrosion resistance (except for chrome parts).
The disadvantages include the high cost of original spare parts, as well as DSG motors and robots on cars up to 2013. The entire line of engines for the VW Passat B7 was turbocharged. Most of the cars in the secondary sector (more than half) are equipped with a 1.8 TSI engine (152 hp).
The more powerful version 2.0 TSI (210 hp) is structurally close to version 1.8 and has common “sores” with it. Both engines can suffer from oil problems, leaks of oil seals and gaskets, as well as coking of rings and valves.
Other troubles include a fairly rapid wear of the timing chain, as well as the oil and fuel pumps. In general, the motors have a fairly decent resource (about 250,000 km), but they require high-quality and timely maintenance.
The younger 1.4 TSI engine (122 hp) is distinguished by even faster chain wear, but the oil appetite in it does not develop so quickly. This engine has a weak knock resistance and therefore is sensitive to fuel quality – 92nd gasoline may well lead to piston burnout. Another weak point of the unit is the liquid intercooler in the pressurization system.
After 2013, all gasoline engines underwent modernization, after which their reliability increased significantly. But a two-liter diesel engine in versions with common rail injection or pump nozzles is quite rare on the Russian secondary.
And this is rather sad, since these units are quite reliable relative to their gasoline “counterparts”. They, of course, have a number of typical diesel “sores”, but the timing belt, for example, there quite keeps up to 100,000 km.
There are practically no problems with manual six-speed gearboxes. However, here the clutch wears out rather quickly – even with careful driving, its resource is in the region of 50,000 km. A dual-mass flywheel also does not last long, especially on diesel engines.
It is almost impossible to find a hydraulic machine on the Passat B7, such machines were supplied only for the US market. The rest of the two-pedal Passats were equipped with either a 7-band DSG7 robot with a dry clutch (DQ200), or a 6-speed DSG6 with a wet clutch (DQ250).
The DSG7, before its modernization, destroyed the clutches at a catastrophic rate, at the same time destroying the flimsy differential. After revision in 2014, the resource of the node still increased to 120-150 thousand kilometers.
The six-speed DSG is much more reliable. With proper care and careful operation, the unit can live up to 200 thousand or more. Its main disadvantages are the clogging of oil by wear products and the subsequent death of mechatronics.
All-wheel drive with Haldex clutch on Alltrack station wagons is also quite tenacious and, with proper maintenance, can easily reach a resource of 200,000 km.
There are practically no complaints about the Volkswagen Passat B7 chassis. Unlike the B6 generation, silent blocks and ball joints can be replaced here separately from the lever. On bad roads, wheel bearings and stabilizer struts and bushings can wear out rather quickly.
The car does not tolerate frosts very well. Often the door locks and the gas tank flap freeze, the mirror drives and glass heating do not work, the electric power steering fails. In winter, especially in the area of the torpedo, local cabin “crickets” also “wake up”.
Prices for the Passat B7 in the secondary market today vary on average from 700,000 to 1,100,000 rubles for cars in 2014 (the model has been produced since 2010). The most expensive are diesel versions and Alltrack station wagons.
Photo drive2.ru and auto.ru