Comparing engines in the Passat B6: which one is better, what to choose

Engines and boxes of Volkswagen Passat B6

Engines: TSI, TFSI – turbocharged direct fuel injection MPI – fuel injection FSI – common rail direct fuel injection – accumulator injection system TDI – multiple injection with pump injectors SOHC – one camshaft in the cylinder head DOHC – two camshafts in the cylinder head R4 – in-line four-cylinder engine VR6 – shifted-row six-cylinder engine

Atmospheric: 1.6 – BSE – (atmospheric, 102 hp) – shakes at idle (not a problem, but a design feature). There is not an isolated case of failure of the brain from the moisture, it is on it, although the brains are all in one place. The cost of the block is 50 rubles. Oil leaking in the area of the oil filter, mainly in cold weather, is cured by replacement of rubbers on the bracket of the oil filter. 1.6 – FSI – BLF (atmospheric, 115 hp) – poorly starts in cold weather, shaking at idle (not a problem), weak crankshaft pulley. Frequent problems with nozzles. 2.0 – FSI – BLY – (atmospheric, 150 hp) – general problems not identified 2.0 – FSI – BVZ – (atmospheric, 150 hp) – at idle podryasyvaet, to the candles are not capricious, but as soon as their resource is over – podtravyat when loaded begins. 2.0 – FSI – BVY – (atmospheric, 150 hp) problems with winter starts, mainly concerns cars with automatic transmission (treated with Webastoy, new plugs and a powerful acb), the engine sound similar to the work of a diesel engine and shakes at idle (not a problem, but a feature of construction) 3.2 – FSI – AZX – (atmospheric, 250 hp). S) – comes paired only with all-wheel drive and dsg 6, the weak spot chain drive timing, to 150 stretch and go phases, oil consumption up to 1.5 liters per 10000 km, dsg6 lives surprisingly long, up to 200-250 thousand, but there is a different from diesel software setup, the full drive is very reliable. When buying, it is necessary to have a closer look at the rubber clutches in front and behind on the drive shaft, as with the lapse of time they become sulphurous or torn.

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Turbo’s: 1.4 – TSI – These engines have two major problems: 1. Constructive deficiency of mechanisms of a timing mechanism: a) Unfinished hydraulic tensioner; b) Weak chain (raw) c) The phase shifter often fails; 2. Detonation mixture formation connected with: a) small volume b) direct injection c) supercharging (single or double – does not matter) d) our, , quality, , fuel Most problems occur on 1.4 with double supercharging (from 140 hp) and above. 1.8 – TSI – CDA – (turbocharged, 152 hp) problems with oil consumption (solved by changing the engine (consumption up to a liter per 1000 km., Upon opening revealed spots on the walls of the cylinders), often replacing pistons (consumption 300-700 ml per 1000 km.) Mostly concerns cars in 2010 CDAA – Euro5, 160 hp, CDAB – Euro4, 152 hp. The engines themselves are the same. 1.8 – TSI – BZB – (turbocharged, 160 hp) – does not eat oil, but to mileage of 100 thousand km. may jump the chain. Change the entire timing kit with tensioner, which is improved. The engine sound is similar to a diesel and shakes at idle (not a problem, but a design feature). 2.0 – TFSI – BPY – (turbocharged, 200hp) – differs with timing belt instead of chain on 2.0 TSI. Meets mainly on cars from America. The automatic transmission of cars with these engines has additional cooling, so they are not as affected by the failure of the hydroblock. Engine problems: ECG valve, turbine bypass valve n.249, intake manifold motor. It is desirable to change pusher of fuel injection pump after 150.000km. Concerning americans, to change the valve of ventilation of a fuel tank at non-starts after refueling. 2.0 – TSI – SSTA, CBFA, CCZA – (turbocharged, 200 hp) – The engine is found in cars since 2008.5 – i.e. 2009 model year (BPY in model years 2006-2008). Its differences from TFSI (BPY): compression is lowered to 9.6 – less tendency to detonation; there is a chain instead of a belt in timing; the problem with wearing of pusher on fuel injection valve is eliminated. The fuel injection pump is driven by an improved cam shape. The cam is on the exhaust camshaft (in BPY on the intake camshaft); solved the problem with the intake valve; more balanced camshaft arrangement. Possible problems: defective cooling system pump (some kind of plastic) was noticed on year 10 cars. In America, there are mass replacements by stock.

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Diesels: 2.0 – TDI – BKP – (turbo diesel, 140 hp) Without particulate filter. Oil consumption about 1 litre per 10,000.Depending on driving style. Had some problems with injectors until recently. For 200k replacement of oil pump actuator hex tube (Is obligatory. If it slips off – destruction of engine). Very often there are problems with turbine (it clinks geometry, as a result overblowing and stalling at acceleration, is fraught with danger while overtaking). Completely treatable only by replacing the turbine with a new one. 2.0 – TDI – CBBB – (turbo-diesel, 170 hp), with particulate filter, doesn’t eat oil, injectors working, timing belt is replaced at 150k mileage, very pushy motor 350 n / m. 2.0 – TDI – CBAB – (turbo 140hs) 16-valve, great engine, comes with and without particulate matter, the oil does not gobble even if castrol fill, the flow is small, fuel digests any kind of fuel, also tractive – 320Nm, the book timing belt goes 180 thousand, after 100 thousand flywheel starts to rattle, but you can ride so long. 2.0 – TDI – BMR – (turbodiesel, 170hp) – very sharp. 2.0 – TDI – BMR – (turbo diesel, 170hp.) – very sharp. 4 valves per nozzle, nozzles fall under the action to replace, the leakage of fuel, usually a microcrack in the head, treated by replacing the head, comes with a manual and dsg6, in both cases, two mass flywheel, the mechanics flywheel is more. At the expense of the four-wheel drive must be clarified.

Transmissions: MCC5 – manual transmission five – closer to the mileage of 100 km covered by a double bearing on the primary shaft, treated by changing, the budget reanimation. Manual transmission 6 – reliable, the problems are extremely rare. You don’t need to change oil throughout its service life. You can refill. Auto transmission6 – tiptoronik – the box is a usual automatic, in which, contrary to the manual, it is necessary to change oil every 60 thousand km (although it does not always help). Problems occur, mainly with the hydroblock. DSG-6 – The problem – Jerks in traffic jams, kicks when shifting, mainly from 2 to 3 on warmed up gearbox. Works fine when cold. Can be fixed by replacement of the mechatronic. dsg-6 is one of the most reliable automatic in fv, jerks in general malfunction two flywheel, goes well beyond 200 km, as dsg7 is maintenance-free (no official spare parts), but there are used and the selection of needed bearings. out of service mechatronic still due to the fact that the differential housing is worn. Small chips, dust settles on magnets, but when their strength is not enough all this stuff settles on the sensors and eventually gets into the mechatronic servos and its brains from the wrong sensor signals, and internal pollution with metal dust fail. Replacement of the mechatronic solves this, because the oil is also changed, and along with it the fine dust is washed off. The case of differential itself is very soft, frequent bumping from traffic lights, gas at extreme angles of steering kill it very quickly. Conclusion: Take care of diff from the youth. If the gears slip, it’s clutch.

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Engine variants Passat B6: descriptions, advantages

Passat B6 engine variants: description, advantages

To date, the Passat of the sixth body remains quite demanded model on the secondary market. Traditionally, the German manufacturer offers many engine options. For the convenience of choice, it is best to study the features of each of them.

1.4 TSI ( CAXA , CDGA ) gasoline

The smallest in terms of volume, but has significant power ( CAXA – 122 forces, CDGA – 150). The engine has a turbine. Like all the engines with direct injection for the sixth Passat is very demanding to fuel quality, as well as designed for 98 gasoline.

  • Turbine;
  • Demanding to the quality of gasoline;
  • frequent problems with ignition coils and fuel pump.

1.6 MPI ( BSF , BSE ) petrol

It can be called one of the most reliable, this is due to the simplicity of design with distributed injection and only 8 valves. The weak side of this motor is its low power – only 102 powers. Despite the fact that it is one of the most voracious engines, the fuel consumption in the urban cycle is unlikely to be below 10 liters. The timing mechanism is represented by a chain.

  • economical;
  • low power;
  • simple and reliable design;
  • After 200.000 it often starts to eat oil;
  • Many owners complain of extraneous vibration.

1.6 FSI ( BLF ) gasoline

Same displacement as the previous variant, but the unit produces 115 horsepower already. Direct injection will allow the car to drive a hundred kilometers on an average of 8 liters of gasoline, but this motor is less reliable than the same MPI and very capricious to gasoline quality, in addition, the engine is designed to work with 98 gasoline. The timing mechanism is also chain driven. Despite the higher power, it is more reasonable to choose the more reliable MPI.

  • 98 quality gasoline is required;
  • low consumption;
  • Timing (chain, tensioner) can be a problem.
Cons, disadvantages and breakdowns of Volkswagen Passat B6

1.8 TSI ( CDAB , CDAA , BZB ) gasoline

This is a redesigned and updated version of the motor from the fifth generation Passat. Depending on the modification, the power will vary from 152 to 160 horsepower. A significant part of the cars on the aftermarket is with this engine.

  • popular modification;
  • there are problems with the timing chain ;
  • RPMs often start to float;
  • In modifications since 2008 year of manufacture increased oil consumption is observed.

2.0 FSI ( BVZ , BVY ) gasoline

Atmospheric engine with 150 horsepower. Problems with cold start and spark plugs up to 2007, later fixed. The timing belt drive is designed for 90,000. After buying the car it is advisable to check the push rod of fuel injection system, or better to replace it at once. It is not expensive at all, since the failed element will fail the THF and can damage the camshaft.

  • problems with the fuel injection pump ;
  • Does not tolerate poor quality fuel and oil;
  • BVZ works on 95 gasoline, BVY – on 98).

2.0 TFSI ( BPY , AXX , BWA ) petrol

This is a turbocharged version of the previous motor that produces 200 horsepower. Unfortunately, the problems remain all those listed above. There are some differences from its predecessor besides the turbine: other pistons, crankshaft, camshafts and valves, the cylinder block made of cast iron (previously it was aluminum), updated cylinder head.

2.0 TSI ( CCTA , CAWB ) gasoline

The units produce 200 horses. The engine has few features, it has all the advantages and disadvantages of the BZB 1.8 TSI engine, as it was created on its basis.

3.2 FSI (AXZ) and 3.6 FSI (BLV , BWS) petrol

AXZ – 250 hp, BLV – 280 hp, BWS – 300 hp. The engines could be characterized as reliable and powerful. The timing is chain-driven and runs for about 300,000 kilometers.

  • reliable and powerful;
  • hard to find;
  • Leaks in the crankshaft oil seals are common;
  • Fluid accumulates in the exhaust (can be a problem with starting in winter).
Engine and gearbox oil in Volkswagen Touran

1.9 TDI ( BLS , BKC , BXE ) diesel

The legendary 105 horsepower engine, which is famous for its reliability. With proper care, the engine can go 400,000 kilometers or more without a breakdown.

  • Long engine life;
  • expensive injectors;
  • Inadequate oil can damage the camshaft cams.

1.6 TDI ( CAYC ) Diesel

With a smaller displacement, shows the same 105 horsepower as the previous version. This engine replaced the 1.9 TDI in 2009, users note that for a weighty Passat, their power is not enough.

  • high reliability;
  • fuel system with piezo injectors ( Common Rail );
  • expensive injectors;
  • insufficient power.

2.0 TDI ( AZV , BMP , BKP , BMA , BMR ) diesel

Different models have 136 to 170 horsepower. Very similar to the 1.9 TDI but with a 16 valve head end.

  • Over time turbine failures occur;
  • It is important to change the oil pump hex in time, its wear can lead to serious engine damage;
  • pump injectors.

2.0 TDI ( CBBB , CBAB , CBAC )

Make from 140 to 170 horsepower. These are updated versions of previous engines. The main change is the new fuel system with piezo injectors ( Common Rail ).


Each engine has its pros and cons, and each case will require different power. If you try to isolate the most successful options based on the opinions of the owners, it will be: 1.8 TSI , 1.4 TSI and 2.0 TDI .

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