Volkswagen Passat B6 6th Generation 2006-2010 Review

For the first three years of the VW Passat sixth generation's life, the base 2.0-liter turbocharged inline-four gas engine was the last version of the previous-gen EA113 engine family that still used a timing belt. It was still thoroughly modern, though, with double overhead cams, four valves per cylinder, and direct fuel injection. Power output is 200 hp, and it delivers 207 lb-ft of torque to the front wheels via either a six-speed manual or six-speed automatic transmission. When the wagon became available in 2007, it also used these drivetrain configurations. The bulk of its torque is delivered low down in the rev range, and it accelerates eagerly from rest with almost no turbo lag. With the automatic transmission, it should be able to reach 60 mph in around seven seconds.

The EA113 BPY engine with the belt drive was replaced by the EA888 engine with the chain drive in the 2009 model year, so you'll have to check under the hood which one you're looking at, in case there was some overlap. The old EA113 has a huge plastic engine cover with a gray longitudinal center strip bearing the VW logo and "FSI TURBO" on it running from the front cross member to the firewall, creating the impression of a longitudinally mounted engine, even though the four-pot sits crosswise in the engine compartment. On either side of the gray center panel are ribbed black plastic panels, and if you look at the engine from the front of the car, the left black ribbed panel contains the oil filler while the right-hand-side one attaches to the air intake.

When VW's VR6 engine first saw the light of day in the early '90s, it had two valves per cylinder, a 15-degree V angle, and a 2.8-liter displacement. By the time it had evolved into the 3.6-liter BLV engine in the B6 Passat, it had four valves per cylinder, direct fuel injection, and a narrower, 10.6-degree V angle. All VR6s have always used timing chains to turn their camshafts. In the B6 Passat it develops 280 hp and 265 lb-ft of torque and is mated to the six-speed automatic transmission only, but with a choice of front-wheel drive or 4Motion all-wheel drive for the 2006-2008 sedan. When the 2007 wagon arrived, it received the same VR6 drivetrain choices for a single model year only; by 2008, the FWD VR6 wagon was dropped. 2008 was also the last model year for the VR6 engine. This powerful engine even outperformed the old 4.0-liter W8 in the B5.5 Passat and can launch the B6 to 60 mph in 6.2 seconds.

The 2007 Base 2.0T takes over from the discontinued 2006 Value Edition 2.0T with the same basic specification while being offered in a new wagon body too. Minor changes to the specs for the new year see an auxiliary audio jack added. As before, the entry-level trim has access to almost no extras.

The 2006 2.0T gets everything the Value Edition has, in addition to 16-inch alloy wheels, chrome window surrounds, ten-way adjustable front seats with power lumbar support and power recline, and access to several optional packages. The 2007 2.0T has a center rear-seat pass-through from the trunk for loading long items.

The Turbo is the new 2008 base model and comes with everything the 2007 Base used to have but is slightly better equipped, adding 16-inch alloy wheels, a 12-way electrically adjustable driver's seat (the passenger retains eight-way manual adjustment), and manual rear side-window sunshades.

The 2008 Komfort is a new trim second from entry-level and essentially takes over from the 2007 2.0T in a revamped trim lineup. Over and above the 2008 base Turbo, it also gets the same 17-inch Monte Carlo five-spoke alloy wheels used on the 2007 Wolfsburg edition, a sunroof, a leather-trimmed steering wheel, double-blade front sun visors, upgraded interior lighting, and a six-disc in-dash CD changer. However, unlike the erstwhile 2.0T, it is automatic only.

The lineup is dramatically slashed in 2009, and this 2.0 Komfort trim is the only one remaining for this model year in either sedan or wagon and only with the automatic transmission. Even though it looks the same on paper, the old belt-drive EA113 BPY engine is dropped in exchange for a new-generation chain-drive EA888 CCTA engine with exactly the same engine capacity and identical outputs of 200 hp and 207 lb-ft. The audio system is upgraded to a ten-speaker setup. The final 2010 Komfort gains a brand-new six-speed DSG dual-clutch automatic transmission, a new multifunction steering wheel, and a new Premium VIII radio with a touchscreen, Bluetooth connectivity, and eight speakers.

Besides the 280-hp V6 engine, the 2006 3.6 gets everything the 2006 2.0T has, as well as 17-inch alloy wheels, a power sunroof, satellite radio, and a six-disc in-dash CD changer. The 2006 and 2007 3.6 4Motion's standard equipment is identical to the corresponding year's FWD 3.6, with the sole exception of the 4Motion all-wheel-drive system.

New for 2008, the Lux is the highest-spec 2.0-liter turbo and over and above the 2008 Komfort's features, it gains automatic headlights, foglights, five-double-spoke Sienna 17-inch alloy wheels, dual-zone climate control, leather upholstery, a memory feature for the 12-way power driver's seat, a 12-way electrically adjustable front passenger seat, heated front seats, a HomeLink garage-door opener, and parking sensors front and rear.

The VR6 takes over from the 2007 3.6 FWD and gets all the standard equipment of the 2008 2.0T Lux, plus the 280-hp six-cylinder engine, sports suspension, adaptive bi-xenon headlights, 18-inch alloy wheels, sports seats, and a premium 600-watt Dynaudio sound system with ten speakers. It's on the market for a single model year. The 2008 VR6 4Motion is this model year's flagship trim and has exactly the same equipment as the 2008 VR6 FWD, but with the 4Motion AWD system added.

This 2007 special edition comes with everything the 2007 2.0T automatic has but adds several standard features usually found on the 3.6, including model-specific 17-inch alloy wheels, a six-disc in-dash CD changer, satellite radio, heated front seats, foglights, and a sunroof. It is not differentiated in terms of appearance except for its unique wheels but instead by the options fitted to it as standard.

The new chain-drive EA888 engine, specifically the CCTA derivative, officially arrived to replace the old EA113 belt-drive engine for the 2009 model year. However, some sources listed this engine from 2008 already, so the only way to be sure what is fitted under the hood of a Passat is to visually identify it according to the descriptions of the engines that we provide in the Engine, Transmission, and Drivetrain section above. Common logic would dictate that the newer chain-drive engine is more desirable, but it's not quite so clear-cut, so read on.

The EA888/1 does not use a cambelt but a timing chain instead, but it can suffer from an elongated chain after around 60,000 miles, which will cause a chain rattle and eventually throw off the timing sufficiently to cause misfiring and rough running, as well as an illuminated Check Engine Light. In terms of mechanical engine problems with the 2009-2010 Volkswagen Passat, the VW timing chain and its generally poor reputation over the years is again a common issue on cars fitted with the EA888 2.0T engine. This problem affects the CCTA engine in the B6 Passat and is an even bigger problem on modified engines. The only remedy is to replace the timing chain and tensioners.

Not only that, but the chain tensioner can also fail, so we'd just replace everything every 60,000 miles to be safe, because a failed tensioner can introduce sufficient slack in the chain to allow piston-to-valve contact that will damage the engine so extensively that you might need a new cylinder head as well. The tensioner problem was such a big issue that it resulted in a class-action lawsuit, with some 2008-2014 Volkswagens with the EA888/1 and EA888/2 engines suffering tensioner failure as soon as 20,000 miles and causing huge engine damage. If you don't know the timing-chain history of a used EA888/1, replace the chain and tensioner as a precautionary measure. Turns out that a timing chain - as opposed to a belt - is not always such a great selling point if it's not reliable.

Ignition coils don't last very long on any of the EA888s, and you can expect to experience misfiring and rough running from failed ignition coils any time after 50,000 miles or so. It is best to replace all the coils in one go, as they usually all fail at about the same time, because you might get a discount on a pack of four, and because they're easy to replace yourself. Water leaks are common on the 2.0T EA888 engine, with the plastic thermostat and coolant-pump housings prone to cracking and leading to overheating and coolant loss. These parts can fail without warning.

The EA888/1 suffers from the same carbon buildup problem due to the direct fuel injection as the EA113 described earlier, so that information applies here too. Keep in mind that soot is a normal byproduct of direct fuel injection and the soot particles end up in the oil and are caught by the oil filter, until they can be removed at the next oil and oil-filter change. They are abrasive and if oil changes are deferred, the soot will remain circulating in the oil and penetrate the timing chains' links, causing them to wear faster than they would have in an engine with conventional fuel injection. The only way to address this is to replace the oil frequently.

In addition, oil consumption problems on Volkswagen Passats with EA888s are common, so you have to keep an eye on the oil level anyway. Thankfully, the oil consumption of the EA888/1 in the B6 Passat should not be nearly as excessive as that in the E888/2 in later VWs, but you're still unlikely to make it to the next lube service without a top-up. Neglect to do it, and your oil might run low, leading to all manner of problems with the camshafts of a VW Passat's engine wearing more rapidly, along with all the other engine internals. However, you might also lose oil via a leaky timing-chain cover, and, as the vehicle ages, the valve covers will probably start to leak too, as well as the rear main seal. If given clean oil frequently and checking that it's always topped up, you should be able to get 200,000 miles out of the engine.

Mileage: Carbon buildup on the intake valves becomes excessive from around 60,000 miles, and the water pump, thermostat, thermostat housing, and timing chain (and tensioner) may also require replacement at this mileage. Ignition coils last around 50,000 miles and should last a bit longer in colder climates. Rear main seals start to leak oil from around 85,000 miles.

Cost: Timing-chain failure typically causes engine damage that costs around $3,400 to fix but can amount to close to $5,000 in some cases. Up to around $600 to have the head stripped and the valves professionally walnut-shell blasted to remove the carbon. Ignition coils cost around $50 each and there are four of them - one for each spark plug. An OEM water pump/thermostat assembly costs around $315 plus about $150-$300 to fit. Replacing a rear main seal can cost almost $1,300.

How to spot: Carbon buildup causes misfiring, rough running, deteriorating performance and economy, and stalling. An elongated timing chain will throw off the timing, trigger the Check Engine light, leave metal shavings in the oil pan, cause a rough idle and hard starting, and lead to the P0506, P0016, P0011, P000a, P0341, and P052a OBD-II error codes. Failed ignition coils cause misfiring, an illuminated Check Engine light, hard starting, stalling, rough running, and the display of OBD-II error codes ranging from P0300 to P0304. A failed thermostat or coolant pump housing will manifest as water leaks and overheating.

The EA390 family of VR6 engines was introduced in 2005. Compared to some VW engines, the BLV seems very reliable, and there are reports of these units exceeding 250,000 miles with the proper care - and sometimes 300,000 miles. As is the case with all intricately engineered European engines, this means a religious adherence to oil changes. The remarks about the soot in the oil accelerating timing-chain wear that we mentioned at the EA888/1 engine apply here as well. Other than this precaution, the timing chains and their tensioner don't have a particular predilection for failure. That said, they're not lifetime items either, and although not unreliable, they don't last much past 120,000 miles, even in well-maintained engines, so we'd suggest replacing the entire timing-chain kit at 100,000-mile intervals.

These engines have direct fuel injection as well and, similarly to the four-cylinder engines, have the same issue of carbon buildup that we outlined above. Also quite common on all VW Group products, but relatively quick and easy to fix is the premature expiry of the ignition coils, which generally don't make it much past 60,000 miles. While expired coils can cause stalling when the engine is warm, this symptom is sometimes easily fixed by just having the ECU reflashed, so have it properly diagnosed. Also quite common and again no deal-breaker, the auxiliary drive belt and its tensioner can fail as the vehicle passes 60,000 miles, leaving you without power steering, alternator, and water pump functionality. Since that water pump is not a lifetime item either and may give up at not much more than 60,000 miles as well, you might as well have it replaced at the same time.

Less common but not unheard of are cooling-system leaks and blown or leaking head gaskets, although the latter is only really likely to occur on neglected engines that have been allowed to overheat. Like all engines, it may develop oil leaks with age, often at the main crank seals and valve cover gaskets.

Mileage: Coils and the auxiliary drive belt and its tensioner start to go at around 60,000 miles, and the water pump might not be far behind. Carbon buildup depends on maintenance and PCV valve servicing, but normally becomes a problem by 60,000-80,000 miles. Timing chains might last 120,000 miles, but replace them every 100,000 miles. The odd timing chain has failed before 60,000 miles, but that is the exception, not the rule.

Cost: You'll pay at least $300 for a set of six ignition coils, and you can install them yourself; replacing the auxiliary drive belt and tensioner also costs around $300; the parts are cheap and labor makes up most of the bill. Having the water pump replaced at the same time to save on labor can take the total bill up to around $1,000 at a dealership. Buying the entire water pump and auxiliary belt kit with tensioners costs around $500 if you want to do a DIY replacement. Having a timing-chain kit replaced can cost as much as $1,000-$1,500 at a dealership due to the labor; the parts themselves only cost around $310, guides and tensioner included. Should the worst happen and you have to replace an engine, you're looking at $6,500 at least, or $4,000-$5,000 for a used one.

How to spot: Expiring ignition coils will cause misfiring, stumbling, a rough idle, OBD-II error codes in the P0300-P0306 range, hard starting, the Check Engine Light, and stalling. A blown head gasket could exhibit any or all of these symptoms: a loss of coolant and/or oil, milky oil due to coolant contamination, oily coolant due to oil contamination, overheating, steam/smoke from the exhaust, and, eventually, engine failure. Timing-chain trouble will cause rattling noises and when the timing goes out, misfiring and bad running, accompanied by the Check Engine light.

There don't seem to be many shifting or valve-body solenoid problems with the 2006-2009 Volkswagen Passat's automatic transmission. The six-speed torque-converter automatic has not been noted to fail prematurely, and complaints are few. There has been the odd transmission failure, but if you replace the transmission fluid at least every 60,000 miles, you shouldn't run into problems. Make sure this was done on a used Passat. Beware that the presence of a tow hitch on a Passat may indicate that the drivetrain has worked hard and this will lead to the transmission wearing out sooner. Go for a test drive and make sure the shifts are smooth and consistent, with no harshness, rev flare between shifts, or delayed engagement.

As long as its fluid is changed frequently, there are few 2010 VW Passat Komfort DSG clutch or acceleration problems with this transmission either. The six-speed dual-clutch automatic is efficient and a pleasure to use, but remember that it uses clutch packs and has no torque converter, so the oil gets contaminated quickly and we would not wait any longer than 30,000-mile intervals to replace it. When the time comes, two clutches have to be replaced, not just one, and it's expensive. Replacing the oil frequently can defer DSG problems, but the clutches will wear out sooner or later regardless, especially in stop-start traffic. To extend clutch life, never hold the vehicle on a hill on the accelerator, but use the footbrake instead.

Mileage: A few isolated transmission failures on the 2006-2009 six-speed torque-converter transmission were recorded at an average mileage of around 110,000 miles. DSG clutches last around 85,000 miles.

Cost: A torque-converter transmission replacement will likely exceed $4,000. Just replacing the clutch packs on a perfectly good DSG will cost at least $2,500.

How to spot: Failure of the 2006-2009 torque-converter auto 'box will usually be accompanied by slipping, harsh shifting, and a failure to engage drive. The DSG will exhibit similar symptoms when the clutches wear out.

Quite a lot of owners complain that the digital information display in the gauge cluster goes blank or works intermittently, seemingly made worse by hot, humid weather. Apparently, it cannot be fixed unless you are friends with an electronic engineer that might be able to sort it out, so you end up having to replace the entire gauge cluster. This is less common on the B6 than its predecessor, but nevertheless reported quite frequently, so make sure the digital display in the gauge cluster works properly, is perfectly readable and illuminated, and has no dead areas. A few owners have reported some instrument cluster problems with the VW Passat's temperature gauge and fuel gauge, but those seem to be the exception, not the rule. A problem with the fuel-level sensor should trigger the P0462 error code.

Mileage: At an average of around 135,000 miles.

Cost: Around

How to spot: Digital display in the gauge cluster works intermittently or goes completely blank.

Problems with the 2006-2010 Volkswagen Passat's ABS control module failing plagued the B5 and B5.5 Passats and are again present in the B6, popping up rather consistently for all model years and never really going away, even though it's less prevalent than in the previous generation. If the ABS control module fails, you're greeted by an ABS warning light on the dashboard and you no longer have anti-lock brakes, increasing your chances of crashing due to a skid. Replacing the module is the only fix and it's not cheap. An ABS control-module error is often accompanied by the P1653 error code.

Quite common, too, are problems with the 2006-2010 Volkswagen Passat's handbrake/parking brake and any VW with an electric handbrake like the B6 Passat can suffer from this issue. It affects mostly pre-2010 cars and has to do with the parking brake refusing to disengage. Thankfully, this almost never has anything to do with the hardware in the braking system failing but instead the parking brake's switch in the button used to activate it. In the vast majority of cases, the problem is fixed by just replacing the switch with a new one. This seems to have been mostly sorted out by 2009.

Mileage: The mileage for the failure of ABS control modules seems very random and might have to do with faulty modules more than miles traveled. Some have failed as soon as 11,000 miles. Electronic parking brake switches can fail at any time and the average failure mileage is around 11,000-60,000 miles.

Cost: Replacing the ABS control module is likely to be expensive - from $1,700 to $1,900. If the electronic parking brake's switch has failed, you're probably looking at a $1,000 bill at a dealership.

How to spot: Loss of ABS braking function and the illumination of the ABS warning light on the dashboard.

The B6 Passat does not use a mechanical steering lock, but an electronic one utilizing switches and an actuator. This actuator can sometimes malfunction, locking the steering wheel and making it impossible to start the engine. A false signal can also cause the system to assume the steering is locked, shutting down the engine. Steering lock problems can be intermittent, seem to be more prevalent in hot weather, and may be permanent, meaning the car has to be towed to be repaired and cannot be driven. The only remedy is to replace the actuator, unless you want to try opening up the actuator and cleaning its microswitches, which also sometimes works. Left to its own devices, a VW dealership will replace the entire mechanism at an exorbitant cost. This seems to be the most prevalent by far on 2006 models. Despite these issues, there was never a recall for the VW Passat's steering column lock mechanism.

Mileage: Around 45,000-88,000 miles on average.

Cost: Having the problem fixed at a VW dealer costs a stiff $1,000-$2,000 on average.

How to spot: Car won't start, steering won't unlock, a steering wheel warning light illuminates on the dashboard.

A few 2006-2010 Volkswagen Passat heater control and air-conditioning/AC compressor problems have been reported. AC compressors don't routinely fail, but they do exhibit a higher failure rate on cars fitted with the 2006-2008 EA113 four-cylinder engine. In most cases, only the compressor fails, but there have been reports of the expansion valve, condenser, and receiver dryer failing too, requiring a complete system flush and the replacement of those parts too. Even if only the compressor goes, replace the expansion valve and filter as well. Mostly 2006 and 2007 models seem to suffer from compressor problems.

Mileage: This seems to be an issue related to the EA113 engine more than to the mileage covered. However, the average mileage for failures works out to around 50,000-78,000 miles.

Cost: Your bill can be as low as $800 or as high as $1,500, depending on how many of the above-mentioned parts have to be replaced.

How to spot: Strange sounds when turning on the AC, refrigerant leaks, failure to produce cold air when switching on the AC, or a stuck compressor clutch.