All versions of the Tiguan have 312mm disc brake rotors at the front and 282mm rotors at the rear, with simple and reliable TRW or Lucas single-piston calipers. As with all brakes with floating brackets, you need to pay increased attention to the condition of the pins, but so far only the oldest cars and copies after off-road enthusiasts, of which there are very few owners of the Tiguan.
Rear calipers have traditional trouble with sticking of parking brake mechanism, and in case of electric handbrake it can fail also the actuator. It is not cheap in the original and costs 130-150 euros. Non-original can be found at acceptable quality for about 50, and minimum prices start at about 30 – it is possible to consider it rather budgetary. It was a problem six years ago, now it is possible to solve a problem very inexpensively. Replacement of cables will cost more. But quality of Chinese actuators can be low – clamping force and actuation time will considerably differ from the factory version.
With a service life of pads and rotors without surprises, with 100+ mileage and with preselective automatic transmission it is possible to meet still native rotors and even pads. With a usual “automatic” it is more difficult to get such service life of brakes.
It is worth paying attention to work of ABS unit. Once the problem of braking the wheels on a bump and turn in these machines have been attracted excessive attention, which led to numerous experiments with firmware block ABS: attempts to include lunch-control, anti rollback, ESP functions and just firmware updates relatively often give rise to only software problems in blocks. Now there is good experience in tuning of non-standard configurations and upgrades, but it is worth to check software versions in blocks attentively, if you don’t want surprises.
The Tiguan’s front McPherson is quite resourceful. If not to get carried away with all-road ability and to drive on good roads (or to choose a correct trajectory), almost all components live almost to a hundred thousand runs perfectly. Before this time, only drawbars of stabilizer of transverse stability and the rear support of a lever give up. After this border it is necessary to shake everything globally, preferably – with replacement of subframe silent blocks, and if you don’t want to get into a suspension at mileages of 130-150, then with replacement of supports and shock absorbers at the same time. And don’t forget to prepare a set of bolts: traditionally for Volkswagen they are made of plasticine, and rusty.
The rear support of the front control arm suffers a lot for those who like to attack curbs and pits. Tuning” with installation of one-piece support from Audi Q3 RS and other reinforced variants is still popular. But they cardinally reduce comfort due to very detailed transfer of all road trifle to the body and steering. It is entertaining that the lever and ball bearing itself may well pass the shock absorbers, which in many cars quite live up to 200 thousand runs, if not to pick on steering.
From the nuances, it is worth to remember, that a lot of unnecessary noise is connected with a stabilizer of transverse stability: the slightest play of its bushings – and the slightest sensation of total collapse of suspension in the interior. And they are officially changed only as a complete set. In practice the installation “on glue” and with handmade bracket is mastered, which allows gripping rubber insert well. And one more thing: the condition of springs is very important for life of a stabilizer. Almost always they in Tiguan sag by a few centimeters after 5 years of exploitation.
The rear suspension is noticeably more difficult than the front one, and its service life strongly depends on an average load. Perpetually empty cars with city exploitation have the suspension goes and goes, but those who really use possibilities of the crossover for cargo and passengers transportation can be dissatisfied. The first knocks start after 50 thousand, but they are usually eliminated by replacement of a stabilizer bar and lower outside ball joints, they are “floating silentblocks” according to a garage terminology. Often improperly installed anti-roll bar link and broken fasteners create a good reserve for expensive and frequent repairs later. A sagging of a spring – to the progressing delamination of a silent block of a longitudinal arm.
As a result, even careful owners will almost certainly have a big repair on one hundred thousand, and one can rarely postpone it for 120-150 runs, unless one drives purely on a highway with very good asphalt.
Big repair for the rear suspension is about 100-130 euros worth of parts, including the silent blocks of the upper “crooked” arm, lower support arm, longitudinal arm, subframe, and bushings of the rear anti-roll bar, its rods, camber bolts and almost all other fasteners. The work will take about the same amount of time. It’s also desirable to replace springs, they also sag actively, for fans of overhead loading the car may even break out outermost coils.
Steering with CPS is not capricious in general. Tiguan steering racks are made by VW APA-BS series with a belt in the drive. If the dust covers of the rack are intact and the booster software is updated in proper time, it doesn’t cause troubles up to mileage of about 200 thousand. True, it is very sensitive to the quality of onboard power supply – so, tired battery is the reason of most failures. Breakdowns of the rack itself are usually connected with the breakdown of the torque sensor or jamming of the power drive because of dirt and water ingress.
The life of the screw-ball nut pair in the power train depends on the loads and is limited in general. With poor lubrication (machines from hot regions often leak grease through the dust caps, and in very cold regions it freezes) or water ingress, noise and vibrations during operation appear. And then the motor starts shutting down due to overheating or overloading, or the drive belt comes off. It is a good fashion to change the lubrication in the rack at runs of about 100K to prevent problems in the future, but as a rule, very few people service the car, and there is usually no confidence in the mileage.
The bulk of our cars are all-wheel drive, but front-wheel drive is about a quarter of the population. There are no serious design flaws, and all is well with spare parts. There is a large selection of both new and used parts.
The main mass of CV joint failures is caused by damaged covers. The second group of troubles concerns those at whom the engine 2,0 is “accelerated” to 300 + forces and 400 + torque, “launch” is switched on and banal lacks durability of drives and a cardan shaft. But their loud voice should not be taken into account. Those who is engaged in tuning point by point, instead of complex, they, simply speaking, are guilty themselves.
6-speed manual transmissions are quite strong, and are not found often, mostly with 1.4 motors, where their margin of safety is huge. The main problem is related to the dual-mass flywheel and its service life. There are some cars where the flywheel knocks, with mileage in 100 thousand, but there is not much confidence in its authenticity. As a rule, the problems with this part occur closer to 200 thousand.
The section with “automatics” has to be forcedly reduced. In fact, we already have a very detailed story about the problems of Aisin TF60 boxes on our website. They are not eternal, if you don’t change oil often and keep the stock cooling system. But with a normal radiator instead of the heat exchanger, external filter and with frequent oil changes, their life can please fans of old-school. It easily passes its 350 +, even if to be engaged in improvements at the “first calls” or after the first repair of hydroblock at runtimes of about 100-120 thousand.
With the cars with maintenance strictly “according to regulations” and with city operation, one can count only on these 100-120 thousand normal operation. From here, jerks and errors will inevitably begin. And it’s good, if you manage with cleaning the hydraulic block and cleaning/replacement of the most loaded solenoids only. The rubber piston often tears in overheated automatic transmissions, and it will require more serious repair.
Preselective robots here are only with clutches in an oil bath – DQ250 and DQ500, they were installed on Tiguan mainly after restyling. By the way, there are rare variants of these boxes on the Tiguan under the bellhousing of 1.4 TSI engines, which are very appreciated by tuning lovers of any VW cars to replace the “dry” DQ200. It is clear that such variants are in short supply. But in general, the preselectives of these series are perfectly repairable.
Let’s start with the newer and more torquey automatic transmission – 7-speed DQ500. On Tiguan they are used only in all-wheel drive variants which are designated 0BH or 0DL. This seven-speed robot originally appeared with powerful diesel engines, but by the time the Tiguan was restyled, they began to put it with much less torquey engines. The reason is in the general high life span of clutches and a mechanical part as well as in more convenient gear ratios for driving in a city mode – nevertheless, 6 gears for a robotized automatic transmission with a powerful motor appeared to be a little too little. Either revolutions are overestimated when driving at speeds of 110-130 km/h, or too high gear ratio on start causes high wear and tear of clutches.
These boxes are considered to be very reliable, in commercial vehicles they often do not require clutch replacement until mileage of 250-300 thousand kilometers and with regular oil and filter changes they serve reliably enough. But the mass application of these clutches for cars has more problems. Last but not least because of the higher temperature when working with gasoline engines, and because of a lot of fans of tuning of EA888 and EA189 series engines.
Boxes manufactured between May 27, 2013 and 11/14, 2014 have a problem with the third gear synchromesh locking ring, which must be fixed under warranty or a coupler. The date of manufacture of the box is written right on its case, at the front top of the clutch housing. Noise when shifting from second or fourth to third gear is a definite reason to replace the box.
The problem with the third gear synchronizer (not directly connected with the above mentioned ring defect) is one of the most “popular” problems of the box. Moreover, the manufacturer itself is obviously searching for a solution to the problem – this design element has significantly changed since 2010. The first, second and third gears are the most “power” here and are engaged as often as possible, thus the second and first have almost no fast shifts “down”, and there synchronizers are less loaded, as well as the fourth. And the material of the first three-cone version was brass, which allowed for faster gear engagement, but reduced the life of the synchronizer. Subsequently, the synchronizer became a steel single-cone, and the life obviously became longer.
The fork bearings are a serious problem: as well as in the first revision of the “dry” DSG DQ200, they are made with bearings which have balls and a bad habit to break apart, crumbling the mechanics when the ball hits it. Increased load due to third gear synchromesh problems causes very frequent problems with the fork 3-7 gears. But the others can also fail, it’s just that this one is loaded the most.
One more unpleasant trouble is related to rubbing of oil tube because of the slightest backlash of differential bearings. A frayed tube very quickly leads to problems with clutch pack lubrication and huge amount of steel chips from rings getting into the oil system. It is hard to call a differential weak, but it is easy to topple it when boosting the engine and churning it out.
Mechanically the box has almost no serious disadvantages. An improved oil pump, larger clutch, optimized lubrication system with reduced consumption by lubricating only the currently loaded shaft, improved filtration and overall mechatronic optimization compared to the previous DQ250 transmission have created a very strong box with a hydraulic drive cost of less than 3 kW at the highest load.
But, unfortunately, all the disadvantages of the idea itself are present. The oil in this automatic transmission acts both as the working body of the hydraulic system and as the lubricating and cooling component for the mechanical part. Of course, the accumulation of wear products of the mechanical part in the hydraulic fluid has a negative effect on the hydraulic system, and here the wear products are not only friction cartons, but also wear elements of synchronizers, gear clutches, the shafts themselves. Many components of such garbage are magnets, and therefore have significant influence on solenoid operation. Certainly, the box has a lot of catching magnets both on the body of internal filter, and in other parts, as much as two filters, and one external filter is replaceable, but it does not solve the problem of oil saturation with wear products completely. Especially, if to adhere to official maintenance schedule (once in 60 thousand).
The wide use of plastic in mechatronic design makes it extremely sensitive to work with long overheating. The wiring is made as a loop in the boxes, and over time, the plastic becomes more brittle. And this increases the chances of breakage, both when assembling and disassembling the box and during operation. Theoretically there should be additives in the oil to prevent the plastic from aging, but in practice the older the box, the higher the chances of breakdowns of Continental electronic components. There are special additives that reduce the chances of plastic breakage in such conditions, but pouring them into the box oil is somewhat dangerous, so usually the mechatronic is treated with special compounds only in disassembled condition. In addition to plastic, the rubber seals also age, of which there are many in the hydraulics.
Plungers in the mechatronic have a bad habit of getting scuffed when working with dirty oil. And while solenoids can simply be replaced, plungers will have to be replaced with repair plungers, with complicated channel boring work or the installation of repair sleeves. Unlike solenoids, plungers cannot be pulled out on a standard hydraulic bench, special adapters will have to be put in. And a visual inspection may not reveal specific problems such as plunger geometry changes without scoring. It is because of such cases that sometimes the mechatronic has to be replaced as a complete unit.
The exchange fund for these mechatronics is about one and a half to two times more expensive than for DQ200, and starts from 220 euros, and the compatibility of different versions is worse. But they are repairable better and cheaper.
And do not forget about another important component – the dual-mass flywheel. This is also a wearing component, and it is responsible for many unpleasant knocks and bumps when the DQ500 works. Low engine speeds contribute to early engine wear. High torque tuning motors do, too. Often quite strong shocks and jerks when shifting at low RPM are the consequence of wear of the flywheel, but not of the DSG.
What is nice, the box is perfectly diagnosable. If we are talking about the mass scanner VCDS, you can see the time of the automatic transmission at different temperatures, in the ranges of 0-90, 90-110, 110-120, 120-130,130-140 and the maximum oil temperature. The number of temperature overshoots is 170 and 160 degrees. You may look at travels of gear forks – it should be 8 mm, as well as on the predecessor, any deviations – not good: either fork wear, or wear of synchronizers. It is possible to check a condition of clutches – to estimate some indirect indicators, which are enough exact transmit the general picture. Parasitic torque in open state is assessed, which indicates mechanical problems of the box or excessively thick oil. Clutch actuation pressure (which may indirectly indicate clutch wear), clutch actuation line solenoid current and base pressure adjustment and adaptation data are also checked, allowing conclusions to be drawn about the control system condition and adjustment reserve.
The older DQ250 6-speed looks simpler than the DQ500. It has a noticeably weaker mechanicals, which leads to much more massive problems with differential and shaft bearing failures. There are plenty of magnets in this box too, there are on the inner filter and forks, but the weak differential supplies a lot of chips.
Main shaft ball bearing from SKF let me down often, and all other bearings have plastic cages, so they are afraid of not only wear, but also overheat.
Also I had some childish illnesses in the form of oil pump cover wear at 150+ miles (or long run with dirty oil) and low life of oil seals, most likely also due to dirty oil. Corrosion of the mechatronic cap as an anecdotal nuisance already.
Shafts are rather weak, small gears of primary shafts wear out badly, big width doesn’t save, which with dirty oil only helps the wear. The gear forks don’t break here, although the bearing design is the same as the early DQ500 (and DQ200, for that matter), and potentially dangerous to the box if it breaks.
The advantages compared to the DQ500 are less weight, size and cost. Now it is possible to buy 250th DSG almost cheaper than 200th box, and it is capable to sustain motors with power over 400 hp, and as a whole with competent service it is very reliable. Especially if not to be lazy and to put a reinforced differential, better with a self-blocking. Such variants for DQ250 are available, the price is not exorbitant as the product is mass produced.
All-wheel drive is realized by an angular gearbox and a Haldex IV-type clutch until November 2013, and after that – Haldex V.
The manufacturer recommends to service the clutch every 60,000 km, but this is actually the limit mileage, the pump will not “thank you”. In case of active winter exploitation even if oil is changed every 30 thousand it will be dirty, saturated with products of friction locks wear and products of pump wear. And the standard procedure is to change only the filter and oil, cleaning of the pump screen is not included in the schedule. In practice it is very useful to do it, too. By the way, the filter in the fourth Haldex is convenient to squeeze out with a scanner activating the clutch pump, with pliers you can break the body and leave a pile of plastic in the system.
The fifth Haldex is easier and more convenient to maintain, but you have to do it even more often. It has no hydraulic accumulator, and the wear of the pump is much more intensive, as a result the oil ages faster, and the reaction time of the system greatly increases with mileage. With the same schedule, it is better to reduce real mileage between oil changes in the clutch by half – only if it is changed at every service, it will be relatively clean, and the clutch reaction time will be close to new. With changes already every 20k and typical winter operation in 2.0 motors, the oil is saturated with dust. There are already tuning kits with an external filter and oil reservoir for the fifth Haldex.
The oils for the different generations of Haldex are different, and the original is quite expensive – 25 euros for 800 ml. If you look, you can find analogues with tolerances for Haldex, significantly cheaper.
Any serious common problems, except for the density of the layout and complexity of the units, in general, there is no. The motors are very compact, but the volume of the add-on is quite big, so it is cramped in the engine compartment, where could fit both VR6, and even R5. And the complexity also means a high cost of engines, and attachments – there is a huge number of elements, about which the owners of Japanese atm with a simple injection have not even heard.
A relatively short service life of the engine mounts and their strong influence on the level of comfort is more of a feature. As well as the dense layout of the cooling system with quick couplings, indispensable in machines of this class, which creates the first difficulties already in five years of operation.
Some attention should be paid to the presence of tuning and other improvements, as well as firmware versions and all attachments. There can be a lot of modifications – not only firmware, but also any custom pipes, intake, exhaust and so on.
The bulk of the Tiguan gasoline engines are different variants of the 2.0 TSI engine family EA888, as well as 1.4 TSI, represented by two families EA111 and EA211. And the first one is also divided into variants with a simple turbocharger and with a twin-supercharger, which differ from each other very much.
Certainly, the family EA888 is also not homogeneous; the Tiguan is equipped with representatives of families Gen 1 and Gen 2. The first generation includes CAWB/CAWA/CCTA series engines, the second – CCZA/CCZB/CCZC. The compatibility between them is limited: the differences are crankshaft neck diameters, cylinder wall thickness, fuel injection pump, vacuum pumps, oil pumps and control units.
Since 2,0 TSI engines are the most popular, we shall begin with them. On the problems of this family in general, and about the revision of the piston group on Gen2 engines are written two articles – it makes sense to read them if you are planning to buy. At the moment, the number of Gen 2 engines that have received updated pistons has seriously increased.
On average, the cost of overhaul with replacement of timing and pistons to the recommended ones and fixing problems with camshaft support is usually around 1500-1700 euros. The number of copies where it is possible to make quite cheap repair with drilling of oil drain holes in the pistons, decreased to about zero. It is impossible to fix badly shabby engines, they will have uneven wear of both piston and liner, and not only piston rings. Of course, enthusiasts are trying, and some workshops even put on stream boring of the bore for wiper rings. But the quality of such repair will be obviously unsatisfactory, and taking into account the price of even the minimal set of spare parts in the form of gaskets, it is not economically profitable either. Is that garage masters will leave all the old gaskets, put everything on a sealant, don’t change oil seals and the entire timing system. They are good at doing this “for sale”, if you see the price of “overhaul” in 30 thousand rubles, this is just the case. The problem for the buyer in this case is to detect such “quality repair” in time.
Sometimes the oil appetite of motors even with unsuccessful piston group can be treated without overhaul or it can be at least seriously reduced to a reasonable 200-300 ml per 1000 km with the help of anticarbon. But the trouble is that “folk” ways with dimexide are not suitable for the engine. It has a painted timing cover and very weak oil pressure sensor, and dimexed chain soothers are afraid of dimexid, they delaminate. But less aggressive preparations can rather successfully return mobility of piston rings, but previously it is necessary to “flush” an intake and combustion chambers with water, to change oil scraper caps and to make revision of ECG and turbine. There are a lot of examples of successful cracking, though as a guaranteed way of restoration it is not suitable. And no one gives guarantees even after successful anticlocking, as all preconditions for casing remain, they are inherent in the design.
At 150+ miles, the engines should already have at least a replaced timing with modifications, removed balance shaft screens, often with the replacement of the camshaft with eaten fuel injection drive, the fuel injection pump itself, replaced fuel ramps or pressure sensors, and in the Russian hinterland with low quality fuel – and low pressure pump and injectors. Almost certainly the hot parts of the turbines have been replaced or need to be replaced due to cracks around the vastegate valve and blowdowns. It is also common to put a bracket on the vestgate actuator to eliminate the rattle. However, such tuning is popular for lower mileage.
For an engine that does not waste oil and has no other problems, now the cost of work to replace the timing is 120-150 euros, and the price of parts is 220-250. At a specialized service, “turnkey” may come out at 300 and even a little less. Thus, the big difference in positions of camshafts, fixed by the diagnostic scanner, is only an occasion for bargaining.
Another one of regular and non-critical breakages is the pump. Its plastic body cracks before the bearings wear out, the original serves about 80-100 thousand kilometers, and then regular replacements of non-original parts begin. There are even complaints about reliability of Hepu and Pierburg. By the way, the impeller with a bearing itself can be bought separately, but the problem is in the pump case, which at the same time is a thermostat. Unfortunately, there are no metal housings for these engines yet.
Replacing the oil separator and crankcase valve is essentially part of the maintenance for owners of cars with 2.0 TSI. As well as regular inspection of the injector roller condition.
Engines of 1.4 TSI family EA111, which a few years ago was used to scold, are now experiencing a renaissance. Parts have become much cheaper, in particular – the components of the timing, the front cover of the new design and even a piston group. And, finally, the operating experience has been accumulated a decent one. As a result, the 122 hp single supercharged CAXA, if serviced by an experienced mechanic, as a whole can be considered as a strong enough engine, and the problems can be solved inexpensively. Even with a little tuning.
If the timing is of the latest sample, the condition of the intercooler and electric pump are watched, gasoline is 98th or 100th and nobody tries to save money on oil and intervals of its replacement, these engines appear more economical in operation than Korean / Japanese big atmos with power 150 + forces, and surpass them in most modes of dynamics. Resource, of course, is moderate in general – 350 thousand piston group under normal operation, but they are well repairable, and as long as the supply system is serviceable – no scuffing. Even with a manual transmission such engine easily gives the average consumption in Moscow in the range of 8 liters, and on the highway you can manage in 5, if competently use the cruise control.
Prior to 2015, Tiguan had a 150 hp version of the EA111 motor with a double supercharger. There’s a relatively big turbo, and at low revs the motor is supercharged by a roots-type compressor. Such a combination allows to get good response at low revs and high power at the expense of the big turbine. But the complexity of this solution is obvious: the intake path is switched between the two compressors using flaps, and even using a simpler air-to-air intercooler does not make the system easier and more reliable. The actuator itself is not without flaws, they were described in the article linked above.
But the saddest part is that the timing and piston group were not ready for such power. A typical owner, who doesn’t bother with good gasoline and frequent maintenance, will consume liters of oil, pistons will burn out after that, and the chain will jump. It turned out that there are a lot of such engines on Tiguan, and they are notorious for them at all.
Most likely, the problems with chain jumping have been solved now, and the overhaul, most likely, has been made, if the engine was with oil appetite. But this engine requires high culture of service and is not good enough for a mass family car, especially for a heavy and “chunky” crossover: the average load is too high. You can buy Tiguan with such engine only if you fully understand how complex and demanding such system is. And even with low fuel consumption you are unlikely to get serious savings. But for enthusiasts this is quite an interesting motor, at 150 hp (for motors before restyling), if you do overhaul with installation of forged piston and reduced compressor pulley, with increased intercooler, you can get more than enough 200-240 hp with very low fuel consumption and acceptable reliability. And without all the troubles of the EA888 family engines with timing and balancers.
The CZDA engine with 150 hp differs from the CZDB mainly by the firmware, it is more sensitive to the quality of fuel, and due to the use of DSG, it is always more loaded in general. As a whole it remains very reliable and inexpensive in operation, but “bogged down” motors of this family can be met too. It is not surprising: on the Internet you can easily find the convinced fans of 92 gasoline, supporters of oil changes strictly according to the regulations, lovers of very strange oils and fuel at reduced prices. The big plus for the buyer is a choice. There are a lot of cars with such engines, so it is possible to cut off garbage.
Fuel consumption is also ridiculous, and dynamics already confidently allows driving less than 10 seconds “up to a hundred”. On the aggregate characteristics it is the most successful engine on this car.
On cars before the restyling, you could choose a diesel to get a fairly powerful and yet reliable motor without the oil appetite. In addition, the 140-horsepower variant was equipped with the usual Aisin automatic transmission, which added to its popularity. So basically the diesel engines in our country are represented with EA189 2.0 and 140 hp versions of CBAB/CFFB series, all other diesels are very rare. These are versions with balancer shafts in the crankcase and turbines BV43-1874KXB419 or BV40-1874KCB340.
Their turbines are solid, hex drive oil pump is also not worn – in the risk group except for the first engines in 2009 delivery, they previously were not officially delivered to us, and since November 2009 engines have upgraded oil pump and 100 mm drive hex.
Nozzles here are usually alive as long as the fuel injection system is alive and there is no overheating, up to about 250-300 thousand mileage, the two booster pumps are also good as long as the fuel is good and the filters are replaced. The crankcase ventilation system with four micro cyclones is exemplary for oil filtration. The EGR valve is located after the DPF filter and is equipped with a gas cooling system, as a result it can work efficiently and does not contaminate the intake much.
With “pre-dieselgate” firmware it’s really not a bad engine, it’s a pity many of them got a forced upgrade, as a result lost normal dynamics, got an extra 2 liters of fuel consumption and along with a bunch of problems with wear of the EGR valve, clogged intake, intake manifold flap wedge, turbine wear (including hot “snail”), and on European imported cars – also with a constantly clogged particulate filter. At the same time the update itself could go with a lot of errors, because in addition to updating the software for these series of engines had to change some series of injectors, put in the inlet chasers/quenchers, recalibrate the turbines. And the extra work was not always done. Rolling back software updates in the standard online mode, alas, is not possible.
In general, the engine is more reliable than the petrol engines EA888, but at the cost of operation now it is difficult to draw a preference. At low mileage it is definitely better than all the gasoline except for EA211, but if the mileage is 200+ and the firmware is new, the situation could be reversed. It breaks down less often, uses less fuel, but at high mileages, typical for diesels, it can cause a lot of problems, and their solution can be more expensive than a typical overhaul of “petrol” car. With careful diagnostics it is not a problem, but you cannot “see” the full picture with a scanner, and no seller will allow you to take apart an intake.
To buy or not to buy?
With DSG, the old 1.4 EA111, and also with 2.0 EA888, as you see, there are no unsolvable problems – everything can be done, and at the cost of the car more than a million rubles such investments are justified. With diesels, too, and intervention is usually necessary at very high mileage. Well, with the new 1.4 EA211 one can not even think about any analogues and bypass technologies – as of the end of 2020, there are still enough cars with this engine and low mileage, capable to drive a couple of years without special investments.