European business sedan for relatively little money: disadvantages of a used Volkswagen Passat B7. All owner reviews about Volkswagen Passat B7 Passat B7 years of production
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 closure. 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.
Test drive April 17, 2013 Golden CityHow to spend a weekend with the whole family - on the couch or on an educational trip? We are for the second option! You can go, for example, to Bronnitsy - you don’t even need to prepare for a long journey. We went there, loaded into the Volkswagen Passat Variant.
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Test drive April 05, 2012 Esthete (Passat SS (2012)) The updated Passat SS still stands apart in the Volkswagen lineup. The premium four-door car's claims to premium have become more justified, but at the same time more family traits have appeared in it.
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Return to the classics (Passat Variant 1.8) 
Test Drive
The new generation of Volkswagen Passat Variant does not break ties with the pre-reform station wagon, but the transformation and progress in a number of areas are impressive.
Used cars (Toyota Avensis,Mazda 6,Volkswagen Passat)
Secondary market The heroes of our today's review will be Toyota Avensis, Mazda 6 and Volkswagen Passat B6. These are not just excellent cars, but real bestsellers on the Russian market in their class; they took first place in sales in 2008. The cars are very different, each with its own bouquet of advantages and individual nuances, which, in general, are not disadvantages.
All-wheel drive, manual transmission, etc.
If you do not take into account the features 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 in practice the manual transmissions themselves turned out to be less robust than the six-speed preselective DQ 250 and, even more so, than the DQ 500, so in this case a “mechanics” is not suitable for serious tuning in the best possible way. 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 modifications to the box finally covered the main weak spots, and the reliability of its operation has 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 was constantly improving software boxes 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 this moment this problem is solved.
If you nevertheless decide to buy a car with DSG 7, and the gearbox fails, then it is even possible do-it-yourself repair. 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 stock 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 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 clutch replacement 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 is equipped with only one naturally aspirated engine, this is 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.
In the photo: Under the hood of the Volkswagen Passat TSI Variant (B7) "2010–14 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.
In the photo: Volkswagen Passat TSI (B7) "2010–14 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.
Some various options with different thicknesses of the piston pin, piston and connecting rod on machines before 2013 are limitedly compatible with each other, but all have the unpleasant property of starting to devour 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.
In the photo: Volkswagen Passat TSI Variant (B7) "2010–14 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 replacements 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.
In the photo: Volkswagen Passat (B7) "2010–14 Surprisingly, the best option is precisely the “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.
In the photo: Volkswagen Passat Alltrack (B7) "2012–14 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.
The engine is in the 122 hp version. 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 represented mainly 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.
In the photo: Under the hood of Volkswagen Passat "2010–15 Is it worth taking?
For so 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.
In the photo: Volkswagen Passat (B7) "2013–14 
The “Seventh Passat” was put on public display in the fall of 2010 at the international auto show in Paris, and it reached the Russian market in May 2011. In fact, the car is the “fruit” of a deep modernization of the 6th generation, but, according to tradition, it was given another index - “B7”.
At the end of 2014, the eighth generation car was released, which is already being sold on the European market, but it will arrive in Russia only in the summer of 2015, which is why we are still selling the “be-seventh”.
The exterior of the 7th generation Volkswagen Passat sedan is made in a strict and laconic style, fully consistent with modern trends. If the predecessor had “wardrobe” items typical of youth, then the car in this body has straighter lines with rectangular lighting equipment. The “seventh Passat” looks stylish and respectable, its appearance is able to emphasize the status of the owner, while its silhouette is not devoid of swiftness.
The German three-volume car is a typical representative of the D-class in terms of overall dimensions: 4769 mm in length, 1470 mm in height and 1820 mm in width. Of the total length, 2712 mm are allocated to the wheelbase, and the vehicle’s ground clearance is 155 mm.
The “seventh” VW Passat has at its disposal a magnificent interior, characterized by comfort, high ergonomics, thoughtfulness in detail and excellent finishing materials. The sedan's interior can be described in a few words: intuitive and conservative. Everything is done in a simple style - an informative dashboard with clear digitization and a color display of the on-board computer, and a three-spoke steering wheel of optimal size. A neat console in the center is topped with an analog clock, an entertainment system control unit (radio or multimedia complex with a color screen) and well-designed climate control - nothing superfluous, everything is as functional as possible.
Pleasant and soft plastics, real aluminum inserts, leather trim on the steering wheel and seats - all this creates a high-quality and cozy interior decoration. The front seats of the seventh generation Volkswagen Passat look simple and flat, but are endowed with an optimal anatomical profile and the required support on the sides. The “gallery” in terms of space is friendly for three passengers, but the transmission tunnel can cause discomfort to the legs of the central passenger.
For daily needs, the Passat B7 offers a well-designed 565-liter luggage compartment with great depth and a wide opening. Transportation large quantities luggage can be organized by folding the backrest of the rear sofa, as a result of which the volume increases to 1090 liters.
Specifications. For the Russian market, the 7th generation Passat is equipped with three gasoline engines that meet Euro-5 environmental standards, each of which is equipped with a turbocharging system and direct fuel supply to the combustion chamber.
The basic version is a 1.4-liter 122-horsepower engine, generating 200 Nm of torque. Intermediate versions of the sedan are equipped with a 1.8-liter unit, the output of which is 152 forces and 250 Nm of thrust.
The “top” cars use a high-performance 2.0-liter engine, producing a herd of 210 “mares” and 280 Nm of torque.
A two-liter turbodiesel unit is also available for the “seventh” Volkswagen Passat, maximizing 170 horsepower and 350 Nm of thrust.
In addition to traditional engines, the sedan is also equipped with a 1.4-liter turbo engine with a capacity of 150 “horses” and 220 Nm, running on gasoline or liquefied natural gas.
For the “top” petrol and diesel variants, a 6-speed DSG “robot” is allocated, the rest – a 6-speed “mechanical” or 7-speed DSG, front-wheel drive in all cases. Depending on the version, the Passat reaches 100 km/h after 7.6-10.3 seconds, the limit of capabilities is fixed at 203-236 km/h, and the “eating” of fuel is 6.3-7.7 liters (for a diesel engine - 5.3 liters).
The Volkswagen Passat B7 is based on the PQ46 architecture with a transverse engine. The car's chassis is completely independent - spring with McPherson struts at the front and multi-link at the rear. An electromechanical power steering is integrated into the steering mechanism, and deceleration is provided by disc brakes on four wheels.
Options and prices. At the beginning of 2015 in Russia, the three-volume Passat of the 7th generation was sold in three trim levels (Trendline, Comfortline and Highline) at a price of 1,118,000 rubles.
The simplest version of the car is equipped with ABS and EBD systems, front and side airbags, dual-zone climate control, hill start assist technology, full power accessories, standard music, 17-inch wheels and other equipment. The most “advanced” option will cost a minimum of 1,439,000 rubles.
The line of power units equipped with the Volkswagen Passat sedan was represented by the following models: 1.4 l, 1.6 l, 1.8 l, 2.0 l and 3.6 l. All engines complied with the Euro-5 standard, but in 2011, BlueTDI two-liter diesel engines that complied with the Euro-6 standard were released. They were installed only on front-wheel drive modifications.
Like the station wagon, the EcoFuel 1.4 engines (150 hp) were environmentally friendly and ran on a mixture of gas and gasoline. The car accelerated on gasoline, and then the Volkswagen Passat sedan automatically switched to gas consumption. Only after it was completely consumed did gasoline consumption begin.
Modifications running on gasoline consumed 5.9-9.3 liters per 100 kilometers in the combined cycle. On diesel versions of the Volkswagen Passat, fuel consumption was 4.3-5.3 liters. EcoFuel engines consumed 6.8 liters of fuel.
On Volkswagen sedan The Passat could be equipped with a six-speed manual transmission, a six- or seven-speed robot. Front-wheel drive and all-wheel drive were available (only with diesel engine) modifications. The car's suspension was completely independent (McPherson strut at the front, multi-link at the rear). The Volkswagen Passat sedan had disc brakes (ventilated in front). The Passat's maximum speed (250 km/h) was achieved on versions with a 3.6 liter engine (300 hp) and a six-speed robotic transmission. Acceleration to 100 km/h occurred in just 5.5 seconds.
The sedan's trunk capacity is 565 liters, but in EcoFuel versions it is reduced to 485 liters. This is due to the need to install gas cylinders. For this reason, the spare wheel was also removed. Thanks to the use of a mixture of gas and gasoline, the volume of the fuel tank in versions with the Ecofuel engine was reduced to 31 liters instead of the standard 70.
The Volkswagen Passat sedan was produced in Trendline, Comfortline and Highline trim levels. The basic Trendline package includes the following set of options: electric power steering, halogen headlights, adjustable steering column, power side mirrors, power windows front and rear, full set of airbags (front, side and curtain), child seat anchors, air conditioning, audio system, front and rear reading lights, color display and a complete set electronic systems safety, including anti-lock braking system (ABS) and traction control (TCS) systems, brake force distribution (EBD) and brake auxiliary system (BAS). The upholstery is fabric.
The Comfortline version was complemented by the “Follow me home” function, which allowed you to set a timer to turn off the car’s headlights in order to have time to get home before they go out.
The Highline trim offered front fog lights, dual-zone climate control and a start-stop system that turned off the engine when idling.