Recalls: Volkswagen Mk.6 Passat
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Volkswagen Mk.6 Passat
2009-11 Volkswagen Passat 2.0 TDI: potential fuel leak
In February 2012, a recall was issued for Volkswagen Passat models fitted with 2.0-litre turbo-diesel engines and manufactured between 2009 and 2011. In these vehicles, the engine’s fuel injection pulses could coincide with the natural frequency of the injector line, producing a resonance that creates additional stress in the fuel line. As a result, the injector line for the number two cylinder could develop small cracks and cause fuel to leak. In the presence of an ignition source, a fire could therefore result. To fix, Volkswagen installed an improved fuel injector line for the number two cylinder and vibration dampers on all of the injector lines (PRA 2012/13017).
2008-09 Volkswagen Mk.6 Passat: DQ250 DSG – juddering, loss of power and open clutch
In June 2013, a recall was issued for Volkswagen Mk.6 Passat vehicles that had six-speed DQ250 Direct Shift Gearboxes (DSGs); AustralianCar.Reviews understands that the recalled vehicles were manufactured from 1 September 2008 to 31 August 2009. In these vehicles, the wiring harness of a temperature sensor within the transmission may have insufficiently crimped connector wires. This could cause the temperature sensor to incorrectly detect high gearbox oil temperatures and activate the clutch protection function – this would illuminate a flashing gear warning light and cause 1) juddering of the vehicle, 2) a reduction in engine torque, and 3) opening of the clutch (as if the gearbox were in ‘neutral’). As such, loss of power to the wheels could pose a hazard to occupants of the vehicle and other road users. For the recalled vehicles, Volkswagen provided a software update for the gearbox control unit (PRA 2013/13625).
2008-11 Volkswagen Mk.6 Passat: DQ200 DSG and loss of power
In June 2013, a recall was issued for Volkswagen Mk.6 Passat vehicles that were fitted with seven-speed DQ200 Direct Shift Gearboxes (DSGs) and manufactured between June 2008 and September 2011. In these vehicles, sulphur in the gear oil and an inorganic heat stabiliser in the plastic parts (iodine) of the mechatronic unit could cause metallic surfaces to suffer from electrolytic corrosion, particularly in conditions with high temperatures and humidity. Conducting particles could then settle between the circuit paths of the control unit and cause a short circuit and blow the gearbox fuse. If the fuse were to blow, the clutch would open and freewheel, resulting in a sudden and total loss of power to the wheels. Although other vehicle systems such as steering and braking would continue to function, the loss of power may pose a hazard to occupants and other road users (PRA 2013/13626).
2013 model year Volkswagen Mk.6 Passat: DQ200 DSG and loss of power
In November 2013, a recall was issued for 2013 model year Volkswagen Mk.6 Passat vehicles with seven-speed DQ200 DSG transmissions. In these vehicles, electrolysis of sulphur constituents in the synthetic oil could cause them to separate and accumulate between electrical conductor paths. In turn, this could create a short circuit and blow the gearbox fuse, causing the clutch to fully open. While the majority of failures occurred on start-up when the vehicle was stationary, a failure when the vehicle was in motion would result in a sudden loss of power at the wheels. All other functions of the vehicle, however, would remain active. As part of the recall, the synthetic transmission oil was to be replaced with mineral oil (PRA 2013/13835).
2008-15 Volkswagen Passat 2.0 TDI: excessive NOx emissions
In October 2015, a recall was issued for 2008-15 Volkswagen Mk.6 Passat vehicles with 2.0-litre EA189 diesel engines. According to the recall notice, ‘the emissions levels may not meet regulatory requirements when the affected vehicle is driven under normal conditions’ (see ‘Diesel engines: NOx emissions “defeat device”‘, below). For the 2.0-litre EA189 engine, a software update will be introduced which takes advantage of improved simulation of air currents inside the air intake system. Volkswagen aims to implement the software update from January 2016; the labour time for installing the updated software is around half an hour. Owners could determine if their vehicles were part of the recall by visiting volkswagendieselinfo.com.au (PRA 2015/14950).
2011-12 model year Volkswagen Mk.6 Passat: overheating of starter motor relay
In March 2018, a recall was issued for 2011 and 2012 ‘model year’ Volkswagen Mk.6 Passat vehicles. In these vehicles, a bent or broken spring could obstruct the clearance of the spindle in the starter motor relay. Over time, this could cause a blockage, a permanent current supply to the starter motor and overheating of the starter motor relay. If the current supply was not detected, overheating of the starter motor relay could cause local scorching damage and a possible vehicle fire. For the VINs of the recalled vehicles, please see PRA 2018/16669.
2009-11 Volkswagen B6 Passat: Takata airbag recall
In December 2018, recall campaign 69Q7 was issued for Volkswagen B6 Passat vehicles that were available for sale in Australia from 19 August 2009 to 30 August 2011. These vehicles had Takata airbags and the propellant wafers in these airbags could absorb moisture over time. In the event of airbag deployment, excessive internal pressure could cause the metal inflator housing to rupture and metallic fragments could be projected through the airbag cushion towards vehicle occupants – these fragments posed a risk of serious injury and fatality. For the VINs of the recalled vehicles, please see PRA 2018/17197.
2010-16 Volkswagen B7 Passat: Takata airbag recall
In February 2019, recall campaign 69Q7 was issued for Volkswagen B7 Passat vehicles that were supplied in the Northern Territory, Queensland and Western Australia from 1 June 2010 to 1 January 2016. The steering wheels in these vehicles contained Takata airbags and, over time, propellant wafers inside the airbag could absorb moisture. In the event of airbag deployment, this could cause excessive pressure inside the metal airbag inflator housing such that it could explode and project metal fragments through the airbag cushion and into the vehicle’s cabin. These metal fragments had the potential to cause serious injury or fatality. For the VINs of the recalled vehicles, please see PRA 2019/17348.
2010-14 Volkswagen Mk.6 Passat: Takata airbag recall
In June 2019, recall campaign 69Q7 was issued for Volkswagen Mk.6 Passat vehicles that were supplied between 1 January 2010 and 1 January 2015. These vehicles had Takata driver’s airbags and propellant wafers inside these airbags could absorb moisture over time. In the event of airbag deployment, excessive pressure in the airbag inflator housing could cause it to rupture and metal fragments could be projected through the airbag cushion and into the vehicle’s cabin. These metal fragments posed a risk of serious injury and fatality. For the VINs of the recalled vehicles, please see PRA 2019/17582.
2010-15 model year Volkswagen Mk.6 Passat DSG: pressure accumulator crack and loss of power
In October 2019, recall campaign 35D8 was issued for 2010-15 model year Volkswagen Mk.6 Passat vehicles. Due to a production fault, a crack in the transmission’s pressure accumulator (within the mechatronics housing) could occur. If the pressure accumulator cracked, oil and pressure would be lost in the hydraulic system of the gearbox. If this occurred, the transmission of engine power would be interrupted, similar to depressing the clutch in a vehicle with a manual transmission – this increased the risk of a collision and injury to vehicle occupants. For the VINs of the recalled vehicles, please see PRA 2019/17886. AustralianCar.Reviews understands that the recalled vehicles had seven-speed DQ200 DSG transmissions.
2011-15 Volkswagen Mk.6 Passat with 7sp DSG: loss of drive
In April 2020, recall campaign 34J5 was issued for Volkswagen Mk.6 Passat vehicles that had seven-speed dual clutch (‘DSG’) transmissions. In these vehicles, a fluid leak could lead to a loss of pressure in the gearbox. This pressure loss could interrupt the transmission of power between the engine and gearbox, causing a loss of drive – this increased the risk of a collision and posed a hazard to both vehicle occupants and other road users. For the VINs of the recalled vehicles, please see PRA 2020/18258.
Problems and faults: Volkswagen Mk.6 Passat
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
Volkswagen Passat 2.0 TDI Pumpe Düse: oil pump drive failure
For the 2.0 TDI Pumpe Düse 140 PS (engine code: BKP) and 2.0 TDI Pumpe Düse 170 PS (engine code: BMR) engines –
- Pre-2006 engines have a chain drive to the oil pump; and,
- Post-2006 engines use a short hexagonal shaft that is driven from the balancer shafts.
For both types of engines, however, there have been reports of failure of the oil pump drive that causes a lack of lubrication and serious engine damage. Please note, however, that this problem does not affect:
- The BKD, AZV and BMN 2.0 TDI Pumpe Düse engines which were used in the Skoda Octavia, Audi A3, Volkswagen Golf and Seat models. These engines do not have balancer shafts;
- Volkswagen’s common-rail diesel injection engines.
Pre-2006 2.0 TDI Pumpe Düse engines (BKP and BMR): chain drive and oil pump failure
For the pre-2006 2.0 TDI Pumpe Düse engines, the chain drive can snap. For these engines, torsional oscillations caused by the balance shafts destroy the oil pump coupling and the chain drive to the balancer shafts. For more information on this problem, please see 2.0 TDI Oil Pump / Balancer shaft problems and youtube video below.
Post-2006 2.0 TDI Pumpe Düse engines (BKP and BMR): oil pump failure
For the post-2006 2.0 TDI Pumpe Düse engines, the hexagonal key that fitted into the sprocket – which drives one of the balancer shafts – was 77 mm long and this insufficient length causes a fraction of play. Over time, the peaks of the hexagonal shaft round off, causing a loss of drive to the oil pump – this should cause the warning light to illuminate on the dashboard and it is crucial that the engine is shut down to prevent serious damage to the engine and turbocharger.
Failures have been reported as low as 55,000 kilometres, though failures at mileages in excess of 80,000 kilometres are more common. Volkswagen subsequently replaced the 77 mm long hexagonal key with a 100 mm long key to eliminate play.
2008-12 Volkswagen Mk.6 Passat 118TSI and 147TSI: chain tensioner retainer failure
For 1.8 TFSI/TSI and 2.0 TFSI/TSI EA888 engines that were manufactured from 2008 to 1 May 2012, the chain tensioner retainer was susceptible to failure. If this occurred, the pistons and valves could collide and cause serious engine damage. The chain tensioners could fail as early as 30,000 kilometres and it is recommended that owners have the most recent chain tensioner retainer fitted as a preventative measure. For Australian deliveries, affected vehicles included:
- the Volkswagen Mk.6 Passat 118TSI (engine code: CDAA), available from 2010 to 2012; and,
- the Volkswagen Mk.6 Passat 147TSI (engine code: CAWB), available from 2008 to 2010.
Background
The tensioner on the camshaft chain used oil pressure to maintain tension. When there was no or low oil pressure, the tensioner would fall back on its ratchet to maintain tension. The ratchet, however, could slip and release chain tension – this would cause the chain to move on the sprockets and skip a couple of teeth before sufficient oil pressure accumulated to tension the chain. By skipping teeth, the engine’s camshaft timing was altered and the ECU would continue to adjust camshaft timing – generally, this caused either rough running or the vehicle would not start. It is understood that if the chain skipped around six teeth, then the pistons could collide with the valves in the cylinder head such that the engine had to be rebuilt or replaced.
Symptoms
Symptoms of a failed chain tensioner retainer include:
- The engine won’t start;
- On start-up, there is a rattling noise from the engine bay for a few seconds (until sufficient oil pressure accumulated);
- Illumination of the ‘check engine’ light illuminated, potentially accompanied by camshaft timing errors; and,
- Misfires (if the valves are bent).
Retainer revisions
The part number for the original chain tensioner retainer was 06H 109 467 AB. While a revised chain tensioner retainer was first introduced in engines built from 17 May 2010 and a second revision was introduced for engines built from December 2011, it is the third revision of the retainer – part number 06K 109 467 K – which was introduced for engines built from 1 May 2012 which fixed the problem. For further information on this problem, please see Golf GTi UK Forum: Timing Chain Tensioner Failure.
Volkswagen B6 Passat: electric parking brake
The Volkswagen B6 Passat has an electric parking brake (‘e-brake’) that works by using an electric motor to drive a nut/screw to press the brake pad against the disc. For the B6 Passat, the parking brake may stop working such that the parking brake cannot be engaged or disengaged; when this occurs, the Electromechanical Parking Brake (EPB) malfunction indicator in the instrument will illuminate. There are at least four causes of electric parking failure.
1. Faulty parking brake switch
In most cases, the cause of problems with the electric parking brake is due to failure of the switch. Volkswagen subsequently issued an updated parking brake switch which had the part number 3C0 927 225C REH. Please note that replacing a failed switch could lead to a software problem in the EPB control module after the switch is replaced. For further information, please refer to Parking switch technical bulletin: Volkswagen B6 Passat.
2. Failure of the electric motor
The electric parking brake may fail due to cracks in the housing of the electric motor which allow water ingress and causes the motor to seize (due to corrosion or the water freezing).
3. Corrosion of bearings
The electric parking brake may also fail to release due to water ingress and subsequent corrosion of bearings within the calliper – this can occur because Volkswagen specified shielded rather than sealed bearings.
4. Conditions of use
In certain conditions, the EPB would conduct a self-test whereby the brake callipers were opened and closed once. If the self-test were performed when the brakes were hot, Diagnostic Trouble Codes (DTCs) could be stored in the Electromechanical Parking Brake (EPB) control unit even though there was no fault with the system. To resolve this problem:
- Switch off the ignition;
- Restart the vehicle;
- Move the parking brake switch in both directions (pull to apply parking brake, push to release parking brake); and,
- The EPB malfunction indicator will turn off and the parking brake can again be used normally.
If this did not restore parking brake functionality, the software version was to be updated.
2008-10 Volkswagen Mk.6 Passat 147TSI: wastegate rattle
In August 2010, Volkswagen Group of America issued technical bulletin 2024061 for vehicles which had 2.0-litre turbocharged petrol engines; while the bulletin identified 2.0 TFSI engines with the codes CBFA and CCTA, the bulletin is also understood to apply to the CAWB, CCZA and CCZB engines and therefore includes the Volkswagen Mk.6 Passat 147TSI which was offered in Australia with the CAWB engine from August 2008.
In these vehicles, the driver may hear a rattling noise from the engine or exhaust engine when accelerating and with engine speeds in the range of 1800-3000 rpm. To diagnose that the noise was combing from the turbocharger,
- The turbocharger was to be inspected for internal or external damage;
- If there was no damage, the vehicle was to be taken for a test drive. The rattling noise could typically be reproduced when driving up a moderate incline, starting at 35 mph (56 km/h) in fourth gear and accelerating through the rev range from 1800-3000 rpm under moderate to heavy throttle;
- Once detected, a two ounce wheel weight was to be applied to the wastegate actuator rod and another test drive performed. If the rattling noise was quieter or changed in pitch, this indicated that the noise was due to exhaust gas pulsations that caused the wastegate flap and actuator rod to vibrate at the introduction of boost pressure.
To fix, a replacement clip (part no. 06J145220A) was to be fitted to the end of the wastegate actuator. As shown in the HumbleMechanic video below, however, the clip only prevented wastegate rattle at that location.
Volkswagen Passat 3.6 FSI: carbon deposits (build-up) on intake valves
Volkswagen’s naturally aspirated, direct injected petrol engines (such as the Passat’s 3.6 FSI) are considered susceptible to accumulating carbon deposits (or build up) on the intake valves. In these direct injection petrol engines, carbon deposits may accumulate on the stem and throat of the intake valve due to:
- the vaporisation of oil which is not trapped by the oil separator; or
- unburned fuel and exhaust gases that escape past the piston rings and enter the crankcase (‘blow-by’).
Since direct injection engines do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up (as occurs in port injected engines). Symptoms of carbon deposits on the intake valve include difficulty starting the vehicle (hard starting), misfiring and misfire engine codes and reduced engine performance. Potentially, these deposits can result in damage to the catalytic converter and, for turbocharged engines, the turbocharger itself if bits of the deposit break off and enter the exhaust. To remove the carbon deposits, the intake must be removed and the valves cleaned manually. To reduce the incidence of carbon deposits, a common aftermarket measure is the fitment of an oil vapor catch can. The catch can receives dirty air from the crankcase via the Positive Crankcase Ventilation (PCV) valve, filters it and returns it to the intake manifold via the PCV port.
Volkswagen USA: DQ250 DSG fault and extended warranty
In December 2009, Volkswagen USA initiated a ‘Customer Satisfaction Campaign‘ for 2007-09 ‘model year’ Volkswagen vehicles that had six-speed DSG transmissions.
Faulty component and jerky gearshifts
According to Volkswagen, the six-speed DQ250 DSG transmissions of a limited number of 2007-09 ‘model year’ Volkswagen vehicles had a faulty component inside the transmission’s Mechatronic unit. Specifically, the bushings of two solenoid valves inside the mechatronic unit could wear prematurely, causing the clutches inside the transmission to ‘operate less smoothly than before’ and provide jerky gearshifts. According to Volkswagen, the vehicle remained safe to drive since it did not affect forward or rearward motion of the vehicle. As part of the ‘Customer Satisfaction Campaign’, Volkswagen would replace mechatronic units that were identified as faulty by Volkswagen’s diagnostic tool.
Extended DSG warranty
As part of the Customer Satisfaction Campaign, Volkswagen extended the warranty on the DQ250 DSG transmission to ten years or 100,000 miles (160,900 kilometres) – whichever occurred first – from the vehicle’s original ‘in-service’ date. The ‘in-service’ date was defined as the date that the vehicle was delivered to the original purchaser/lessee or, if the vehicle was a demonstrator, the date that the vehicle commenced service.
Under the extended warranty, the Volkswagen dealer was responsible for diagnosing and repairing the DSG transmission at no cost to the owner provided that the vehicle was maintained in accordance with the requirements in the owner’s manual.
Volkswagen Passat TDI: NOx emissions “defeat device”
Australian-delivered Volkswagen Mk.6 Passat vehicles powered by 2.0-litre diesel engines that were available for sale from 2008 to 2015 had software in the electronic control module (ECM) that could sense – via sensors measuring the position of the steering wheel, vehicle speed, the duration of the engine’s operation and barometric pressure – when the vehicle was undergoing emissions testing. The ECM would then run a ‘dyno calibration’ to produce lower nitrous oxide emissions during testing. At all other times, the ECM would run a separate ‘road calibration’ which reduced the effectiveness of the emission control system, specifically the selective catalytic reduction (SCR) or the lean NOx trap.
Based on testing conducted by the EPA and the California Air Resources Board (CARB), NOx emissions for the ‘road calibration’ were 10 to 40 times higher than US standards – this led the United States Environmental Protection Agency (EPA) to issue a notice of violation under the Clean Air Act.As a result, these vehicles did not meet the environmental standards claimed by Volkswagen.
2005-07 Volkswagen B6 Passat with diesel engine: fuel pump failure
In 2008, Volkswagen UK issued a ‘non-code action’ for Volkswagen Passat vehicles that were manufactured from 24 December 2005 to 23 August 2007. In affected Volkswagen Passat vehicles, the fuel pump could fail and cause a loss of engine power (NCA/2008/016).
Problems and faults: Volkswagen Mk.6 Passat
- The ‘check engine’ light may illuminate due to a malfunction in the evaporative emission system, requiring the lines to be blown clean and the purge regulator valve replaced.
- Transmission fluid may leak from the fluid cooler lines due to defective O-rings.
- Noises from the rear springs may be fixed by replacing the galvanized spring plate with a rubber-coated plate.
- The airbag warning light may illuminate due to high resistance in a connector under the driver and/or passenger seat; if so, the connector must be replaced.
- The air conditioning may become gradually warmer due to a faulty temperature sensor causing the evaporator to freeze up.
- Where fitted, the satellite navigation system may develop several faults (i.e. no map, inaudible audio, etc) and require the software to be upgraded.
