VW Passat B8 facelift 2.0 TDI, 190 PS, 7-speed dual-clutch, all-wheel drive (2019–2020)

Research for this car

• Generation guide VW Passat B8 (2014-2023): known problems and buying guide

  A sound used car if the 2.0 TDI coolant level and diesel exhaust cleaning check out. Test the DSG in slow traffic before paying.

• Engine guide VW 2.0 TDI (EA288) diesel: problems, costs and what to check

  Coolant leaks, EGR and AdBlue faults are the main risks. Buy with a cold-start check, a coolant pressure test and a full scan.

• Gearbox guide VW DQ381 7-speed wet DSG (0GC): problems, costs and what to check

  Wet DSG with weak mechatronic pressure sensors, so buy only with a scan, a hot test drive and oil service records.

Known issues for this car

Before you buy this car

From the generation guide

1. Check the coolant level and look for loss or staining under the car. Ask for proof of water pump work.
2. On a 4Motion car, ask for proof that the coupling pump was serviced. Test the all-wheel drive on the test drive.
3. On a dry DSG, test the car in slow, stop-and-go traffic and when pulling away from rest. Judder and slow shifts are the reported faults.
4. Ask for invoices showing wet DSG oil changes. The interval is every 60,000 km on the DQ250 and 60,000-120,000 km on the DQ381. Follow the service book.
5. Ask how the car was used. Short trips make the EGR valve and particulate filter clog. Take the car on a longer run and check the fault memory.
6. Ask whether the AdBlue system has been repaired. Check for AdBlue warnings. The car will not restart once the AdBlue range runs out.
7. Ask for the TÜV report. Check the springs and brake discs, which are often flagged at inspection.

From the engine guide

1. Turbo (needs a scanner). Read boost faults and check the vanes. Bad: power loss, whistle or smoke.
2. DPF (needs a scanner). Read soot and ash loading. Bad: frequent regeneration or high oil level.
3. Intake manifold (pressure test). Pressure-test the cooling system. Bad: coolant loss with no puddle, worse under load.
4. EGR cooler (pressure test). Cap the cooler hoses and repeat the test. Bad: it holds only with the cooler bypassed.
5. AdBlue and NOx (needs a scanner). Read NOx sensor and dosing faults. Bad: an emissions warning, a restart countdown or crystallised AdBlue.
6. Water pump and heater. Start cold; heater must blow hot. Bad: weak heat, wandering gauge, dried coolant.
7. Oil pump drive (needs a scanner). Listen for a rattle at idle and check for oil-pressure codes. Bad: a red oil-pressure warning.
8. Belt and pump invoices. Ask for dated belt, pump and thermostat invoices. No record means budget for a belt job.
9. Recall check. Enter the VIN in the official recall check. Bad: an open 23Z7 campaign on a T6.

From the gearbox guide

1. Clutch test drive. From about 1,200 rpm, accelerate uphill and in traffic. Judder, slip or a rise in engine speed without acceleration means a clutch pack, the largest bill.
2. Mechatronic scan (needs a scanner). Read P1735, P1736, P0805 and P0607. With the engine off and P selected, both pressures should be 0.00 bar; a drift of 0.20 bar means a failing sensor.
3. Auxiliary pump campaign. Give the VIN to a dealer and ask if 34K1 or 34L4 is open or done. A car with code P0C2900 and no campaign record is a risk.
4. Oil service records. Old oil wears the mechatronic. Look for changes at 60,000 to 120,000 km and fluid G 055 529 A2. No record is a reason to walk.
5. Gear selector (needs a scanner). A "selector lever. You can drive on." message or codes P176A to P176D point to the selector. Check that the repair was done.
6. Oil leaks. Look at the mechatronic cover, vent and gearbox joints. Fresh oil means a reseal or a mechatronic job.

Running costs

ADAC figures for 15,000 km a year over 60 months

ADAC versions