Volkswagen Passat B7 detailed description, reviews and photos of Volkswagen Passat B7. Used VW Passat B7: mythical and real problems with TSI engines and DSG gearboxes New Passat B7
At the 2010 Paris International Motor Show, which opened for journalists on September 30, Volkswagen presented the new 7th generation Volkswagen Passat sedan and station wagon.
Externally, the new Volkswagen Passat B7 has not changed much: the front part now resembles a smaller copy of the flagship model, the overall length of the sedan has increased by 2 mm (to 4,769), the station wagon - by 4 mm (to 4,771). At the same time, the width and height of the new product remained the same as that of the previous generation car (1,820 and 1,470 millimeters, respectively).
Volkswagen Passat B7 specifications and prices
| Equipment | Price | Engine | Box | Drive unit |
| Trendline 1.4 TSI MT6 | 1 118 000 | gasoline 1.4 (122 hp) | mechanics (6) | front |
| Trendline 1.4 TSI DSG | 1 193 000 | gasoline 1.4 (122 hp) | robot (7) | front |
| Comfortline 1.8 TSI MT6 | 1 285 000 | gasoline 1.8 (152 hp) | mechanics (6) | front |
| Comfortline Style 1.8 TSI MT6 | 1 336 000 | gasoline 1.8 (152 hp) | mechanics (6) | front |
| Comfortline 1.8 TSI DSG | 1 374 000 | gasoline 1.8 (152 hp) | robot (7) | front |
| Comfortline Style 1.8 TSI DSG | 1 426 000 | gasoline 1.8 (152 hp) | robot (7) | front |
| Highline 1.8 TSI DSG | 1 439 000 | gasoline 1.8 (152 hp) | robot (7) | front |
| 1 547 000 | gasoline 1.4 (150 hp) | robot (7) | front | |
| 1 609 000 | gasoline 1.4 (150 hp) | robot (7) | front | |
| Highline 2.0 TDI DSG | 1 616 000 | diesel 2.0 (170 hp) | robot (6) | front |
| Highline 1.4 TSI DSG (150 hp) | 1 673 000 | gasoline 1.4 (150 hp) | robot (7) | front |
| Highline 2.0 TSI DSG | 1 679 000 | gasoline 2.0 (210 hp) | robot (6) | front |
The interior of the Volkswagen Passat B7 has new front seats and a redesigned center console with a clock on it, as well as a different instrument cluster, a new steering wheel and improved trim.
Under the hood, the new Passat B7 offers a wide range of ten power units ranging in power from 105 to 300 hp. and volume from 1.4 to 3.2 liters. On average, all engines are approximately 18 percent more fuel efficient thanks to the use of stop/start and braking energy recovery.
For example, the most economical 1.6-liter turbodiesel (105 hp and 250 Nm) consumes only 4.2 liters of diesel fuel per hundred, and CO2 emissions into the atmosphere amount to some 109 grams per kilometer.
As before, the new Volkswagen Passat B7 is offered to customers in three trim levels: Trendline, Comfortline and Highline. Among the options, a system has been added that can detect if the driver is tired while driving and issue an audio and text warning about this, adaptive cruise control, adaptive front optics, which first appeared on the new car, which does not blind drivers of oncoming cars.
There was also a blind spot monitoring system, multimedia navigation with the ability to recognize road signs and a clever system for contactless trunk opening. Having the car key in his pocket, the owner just needs to move his foot under the rear bumper without touching it, after which the trunk will automatically open.
The Volkswagen Passat B7 was also equipped with an electronic imitation of a differential lock, as on, which works in tandem with the stabilization system and brakes the slipping wheel, thereby helping the car to behave more reliably when cornering.
Russian sales of the new VW Passat began in March 2011. In 2015, the cost of the basic version of the sedan in the Trendline configuration, equipped with a 1.4-liter 122-horsepower turbo engine and six-speed manual transmission, started at 1,118,000 rubles.
The Volkswagen Passat B7 is equipped with six airbags, ESP, air conditioning, an immobilizer, an MP3 audio system with four speakers, an on-board computer, as well as full electrical accessories.
At the time of sales, for a sedan in the Comfortline configuration with a more powerful 152-horsepower 1.8-liter TSI petrol engine and manual transmission, they asked from 1,285,000 rubles, and the surcharge for the version with a 7-band DSG robotic gearbox was 89,000 rubles.
Options and prices Volkswagen Passat station wagon B7
| Equipment | Price | Engine | Box | Drive unit |
| Trendline 1.4 TSI MT6 | 1 249 000 | gasoline 1.4 (122 hp) | mechanics (6) | front |
| Trendline 1.4 TSI DSG | 1 334 000 | gasoline 1.4 (122 hp) | robot (7) | front |
| Comfortline 1.8 TSI MT6 | 1 402 000 | gasoline 1.8 (152 hp) | mechanics (6) | front |
| Comfortline 1.8 TSI DSG | 1 485 000 | gasoline 1.8 (152 hp) | robot (7) | front |
| Highline 1.8 TSI DSG | 1 579 000 | gasoline 1.8 (152 hp) | robot (7) | front |
| Trendline 1.4 TSI DSG (150 hp) | 1 734 000 | gasoline 1.4 (150 hp) | robot (7) | front |
| Comfortline 1.4 TSI DSG (150 hp) | 1 798 000 | gasoline 1.4 (150 hp) | robot (7) | front |
| Highline 2.0 TDI DSG | 1 908 000 | diesel 2.0 (170 hp) | robot (6) | front |
The intermediate version additionally has climate control, a standard alarm system, light and rain sensors, a multifunction steering wheel and auto-dimming rear-view mirrors.
Finally, the price of the Volkswagen Passat B7 2014 in the top configuration with the same 1.8 liter engine and DSG transmission was 1,439,000 rubles. Also available to buyers were versions with a 2.0-liter gasoline unit producing 210 hp. (1,679,000 rubles) and a diesel version with an engine of the same size, but with a power of 170 hp. (from 1,616,000 rubles).
The price range for the Volkswagen Passat station wagon B7 ranged from 1,249,000 to 1,908,000 rubles. The 2014 VW Passat Variant was offered in the same versions as the sedan, while its two-liter petrol version boasts a 4Motion all-wheel drive system.
Volkswagen Passat sedan photo
From a distance the car looks like new, but this is an optical illusion. The car was produced in 2011 and in the time elapsed from the moment of purchase, it managed to drive 141,395 km on Belarusian roads. The mileage is decent, and this could not but affect the appearance and technical condition of the car.
That exploitation is in full swing is noticeable by the scars that appear on the rims.
Again, the hood was “decorated” with chipped paint from stone impacts. This means that one cannot count on the resistance of the paintwork to mechanical stress.
Now it’s clear why the owners of such Passats, who often have to park the car in cramped conditions where the paint can be damaged by careless opening of a neighboring car, regret that the manufacturer did not bother to equip the model with moldings on the doors. The only gratifying thing is that there is no “blooming” at the chipped sites.
To assess how well the bottom resists corrosion, the car needs to be put on a lift, but what did it bring to the Bosch Service Titan-Motors station, where we met it?
It turned out that the reason for the complaint was deterioration in traction, increased oil consumption and the appearance of extraneous noise in the area of the support bearings when turning the steering wheel. This means that the noise in the front suspension will cause the car to be on a lift, but first the repairmen want to check the engine.
The service station in charge is equipped with a 1.8 TSI petrol engine. What are they going to do with him? They will start with computer diagnostics, but it seems that the service specialists are not confident that it will give any result. Many engine systems may be to blame for the deterioration in traction, but when oil is also consumed along the way, there is little hope that the computer will show exactly which direction to “dig” in. Maybe oil consumption is a harbinger of the “death” of the turbine, and its condition, of course, affects the output power, maybe oil seals, maybe piston rings... Actions regarding them will have to be coordinated with the owner, and they do not promise a quick solution to the problem.
Oh those TSIs! Created to reduce gasoline consumption and respect the environment, their unreliability in our operating conditions and expensive repairs can completely discourage saving and love for the environment.
The service workers’ fears were justified: computer diagnostics did not reveal any fault codes, all parameters were normal. Judging by the car in question, assurances that the problems identified during the operation of the first TSIs have been taken into account, corrected and are no longer relevant for their successors, turned out to be overly optimistic.
I’m interested in the opinion of specialists about these engines, because in addition to our car, the station’s clients are other similar Passats. In response I hear: they are “sick” with increased oil consumption, the drive chains of the gas distribution mechanism have insufficient life. It may very well be that the issues that clouded the operation of the TSI of the first releases migrated to newer engines, except that due to the “young years” of the latter and a certain modernization carried out by the manufacturer, they have not yet made themselves known publicly.
Well, what can the service workers say about the reliability of the auxiliary electrical equipment with which the Passat is crammed to the brim? The news is again disappointing:
We have another Passat in the works right now. We are fighting a malfunction of the ESP system. Generally speaking, other than parking brake malfunctions, it is difficult to name any typical weak points. Although there are plenty of problems - it’s just that on each of our client Passats they manifest themselves somehow individually. In one, the lock may be acting up, in another, the air damper servos, in the third, something else. In general, you can expect surprises from anything.
Most often, of course, the “handbrake” presents them. It is electronically controlled, turned on by a button, and there is a unit that controls the electric motors in the calipers. There are two weak points: the button and the electrical part of the calipers - they break with enviable consistency.
Meanwhile, the car moved onto a lift. It turned out that the service specialists do not have a very high opinion of the durability of the Passat’s suspension and steering:
Stabilizer struts are regularly disturbed. The rear silent blocks in the front suspension arms have a short service life. It happens that we change them after 40-50 thousand kilometers. At the same time, the rubber of the silent blocks does not tear. Rust just appears along the axle and the suspension starts to knock.
True, with these silent blocks, a lot depends on where the car is driven and on what roads it is driven. Our cars are serviced by a large road construction organization, and the silent blocks on their Passat especially clearly show that they lack reliability, but the operating conditions there are also harsh. And we were also faced with the need to repair the steering rack. If the stabilizer struts and silent blocks are inexpensive to change, then the rack - you understand.
An attempt to evaluate the Passat's corrosion resistance from below was unsuccessful. Almost the entire bottom and wheel wells were covered with plastic shields and inserts, so again we had to rely on the opinion of the service workers. According to them, on many Passats it is not difficult to find blisters in the paint. As soon as the paint lifts, water gets under it, after which the metal begins to rot.
If during the initial inspection of the car we did not see rust on the chipped paint on the hood, then this means only one thing - moisture does not linger on the chips, and in its absence, corrosion does not show activity. But under the swellings the situation is different - under them the conditions for rusting are ideal, so with the Passat body you also need to keep your eyes open.
In fact, the only unit for which the repairmen had no comments was the manual gearbox. But we know that in addition to it, the Passat was also equipped with other transmissions. I wonder what we would have to hear if the car that was examined by us, for example, had a DSG gearbox?
Our verdict
Everyone knows that there are spots on the sun. The Passat B5, which appeared back in 1997, taught us that there may be too many of these spots. The B7 model, which is the car that turned the Belarusians’ idea of the reliability and endurance of the Passat upside down, is the “granddaughter”, in accordance with the motto “different times - different morals”, got rid of old “diseases”, but instead acquired new ones. However, regardless of the time and sacrifices that the car requires from its owner, the Passat will not cease to excite the imagination of potential buyers. Because this car is iconic for Belarusians, and a lot can be forgiven for an iconic car.
Thank you for your advice and assistance in organizing the photography "Bosch Service Titan-Motors"
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.
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.
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.
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 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.
In the photo: Volkswagen Passat (B7) "2010–14 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.
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.
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.
In the photo: Under the hood of Volkswagen Passat "2010–15 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.
In the photo: Volkswagen Passat (B7) "2013–14 
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.
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.
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.
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 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.
In the photo: Volkswagen Passat (B7) "2010–14 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.
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.
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.
In the photo: Under the hood of Volkswagen Passat "2010–15 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.
In the photo: Volkswagen Passat (B7) "2013–14
In 2010, at the Paris Motor Show, another new product from the Volkswagen concern was presented - a car. The platform on which the machine was built has undergone quite a serious modification. The changes affected the interior and its technical contents. At the same time, the Volkswagen Passat b7 remained just as reliable and dynamic as its predecessor, but at the same time it was ahead of the Passat b6 in terms of convenience and comfort.
Technical characteristics and innovations of Volkswagen Passat b7
It has become even quieter inside the car, since the windshield is now additional layer of soundproofing film. For a fee, the same films can be equipped on the side windows; in addition, the doors, wheel arches, trunk and engine shield of the Passat B7 are finished with a special additional noise-absorbing material.
The advanced package includes front seats with advanced lateral support, automatic adjustment with memory, massager and ventilation. For the convenience of passengers, mechanical sun blinds can be installed on the rear windows.
The simplest and cheapest configuration is with a 1.4 liter engine. 122 hp accelerates to 100 km/h in 10.3 s. Most powerful version Passat b7 Variant 2.0 TSI (210 hp) reaches a hundred in 7.7 s. (sedan 7.5 s).
All cars with gasoline engines are equipped with a braking energy management system, with the exception of the basic equipment.
The Passat b7 has dual-zone climate control. The innovative seven-speed DSG transmission helps you save fuel.
New, just like it was installed shock absorber stiffness adjustment system, having 3 positions: Normal, Comfort and Sport.
Compared to the previous model, the sedan has become longer by 4 mm, and the station wagon by 3 mm.
In general, now the new Volkswagen Passat can read road signs on its own, take care of your condition, and also park on its own.
Passat v7 characteristics table
Volkswagen Passat V7 price
| Name | Power hp | Drive unit | Transmission | Engine | price, rub. |
| Trendline 1.4 TSI MT6 | 122 | front | mechanical (6) | petrol 1.4 | 859 000 |
| Trendline 1.4 TSI DSG | 122 | front | robotic (7) | petrol 1.4 | 929 000 |
| Comfortline 1.8 TSI MT6 | 152 | front | mechanical (6) | petrol 1.8 | 993 000 |
| Comfortline 1.8 TSI DSG | 152 | front | robotic (7) | petrol 1.8 | 1 064 000 |
| Highline 1.8 TSI DSG | 152 | front | robotic (7) | petrol 1.8 | 1 131 000 |
| Highline 2.0 TDI DSG | 170 | front | robotic (6) | diesel 2.0 | 1 393 000 |
| Highline 2.0 TSI DSG | 210 | front | robotic (6) | petrol 2.0 | 1 493 000 |
| Trendline 1.4 TSI MT | 122 | front | mechanical (6) | petrol 1.4 | 963 000 |
| Trendline 1.4 TSI DSG | 122 | front | robotic (7) | petrol 1.4 | 1 033 000 |
| Comfortline 1.8 TSI MT | 152 | front | mechanical (6) | petrol 1.8 | 1 097 000 |
| Comfortline 1.8 TSI DSG | 152 | front | robotic (7) | petrol 1.8 | 1 168 000 |
| Highline 1.8 TSI DSG | 152 | front | robotic (7) | petrol 1.8 | 1 246 000 |
| Highline 2.0 TDI BlueMotion DSG | 170 | front | robotic (6) | diesel 2.0 | 1 508 000 |