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5 crossovers up to a million, which are now risky to buy

The main reason is the unreliability of the main units. Their repair has now not only risen in price, but can also be greatly delayed due to the lack of spare parts.

What’s going on in the secondary right now?

Behind the wheel

In the spring, a drop in the number of offers was noted – within 2-5% for March and April, depending on the region. At the same time, sales grew slightly, as did the weighted average price. Along the way, they noted a decrease in imports of used foreign cars.

In other words: the share of little demanded cars in the secondary market is gradually increasing, and there are fewer good options.

About 200 thousand cars are on the trade-in shelves at the same time, and about 900 thousand are goods from private owners. Under which, however, hundreds of resellers are disguised.

Another trend is the inescapable shortage of spare parts. To the greatest extent, he touched the Japanese and German marks. Especially strong – Nissan, Mitsubishi, Audi, Volkswagen. There are also problems with French and Korean, but tolerable ones.

And parts for Chinese cars, on the contrary, have become easier to get. This is due to the growing activity of both the Chinese brands themselves and suppliers of spare parts from China.

In this situation, intending to purchase a used crossover, it is advisable to be clearly aware of the risks associated specifically with the lack of spare parts. It is unpleasant to buy a car and in a month to find out that its transmission has come to an end – and you need to find somewhere not only 200-300 thousand rubles, but also the gearbox itself or its components. The cost of repairing engines has risen sharply.

Some models or modifications should have been feared in used form and in the best years, but now their number has increased. This is mainly about machines with units that are considered advanced in the West and East.

This preamble, perhaps, is over, let’s move on to specific examples.

Nissan Qashqai

About 2,000 Qashqais are exhibited daily on the secondary market, almost half of the first generation (until 2013).  And only the first fits into the price of 0.7-1.0 million rubles.  There are almost no cars with a mileage of less than 100 thousand km among them.  And three-quarters of all - with a variator.About 2,000 Qashqais are exhibited daily on the secondary market, almost half of the first generation (until 2013). And only the first fits into the price of 0.7-1.0 million rubles. There are almost no cars with a mileage of less than 100 thousand km among them. And three-quarters of all – with a variator.

For Nissans, many body parts – bumpers, doors, headlights and others – have damnably increased in price (two or three times). But that’s okay – you can ride with a crumpled wing. But with a failed variator – it will not work.

For those CVTs with 1.6 engines, the first wear-related problems often come out after 50 thousand km, and by 120-150 thousand km (or earlier) a complete overhaul is brewing. With a 2.0 engine and a diesel engine, a stronger unit works, but its life cycle rarely exceeds 180-200 thousand.

Many second-generation Qashqais are offered with a claimed mileage of less than 50,000 km. In this case, the purchase is justified.

But the vast majority of the first generation – with runs for 150-200 thousand km. It’s not even worth asking the price if the seller cannot confirm the replacement of the variator with documents. However, they also take such cars, but a complex bargaining is probably required – taking into account the upcoming expensive repairs.

Behind the wheel

The price of CVT restoration is difficult to predict. In mild cases, you can meet the 100-150 thousand rubles. The problem when buying on the secondary is also that without opening it is difficult to assess the real state of the unit. Whereas some ailments can be leveled with “magic” liquids.

Qashqai with a manual transmission can be taken with high mileage. All gasoline engines are quite viable – 300 thousand km go. The suspension is rather weak, but it is relatively inexpensive to maintain.

Volkswagen Tiguan

Of the 1200 Tiguans of the first generation sold with mileage, a third fits into 1 million rubles.  Almost everything for this price - with mileage above 100 thousand km.  The vast majority have a mileage of about 200 thousand km.Of the 1200 Tiguans of the first generation sold with mileage, a third fits into 1 million rubles. Almost everything for this price – with mileage above 100 thousand km. The vast majority have a mileage of about 200 thousand km.

Excellent suspension, excellent manual gearboxes, a good classic automatic (the Japanese Aisin TF-62SN is used on Tiguans with two-liter engines). But there is no naturally aspirated engine. The naturally aspirated 1.4 and 2.0 TSIs of the early period are so cranky that diesel is usually the best choice. Although it, like all current diesel engines, is extremely sensitive to the quality of fuel and oil, it is wildly expensive to repair and maintain. Yes, and the price of diesel fuel is not happy now.

Motors 1.4 and 2.0, suffering from coking and rapid stretching of timing chains, can theoretically live up to 150 thousand km without incident. If you warm them up, do not overheat, do not stand in traffic jams, do not pour dubious gasoline, do not subject them to loads and serve them perfectly.

Behind the wheel

The same applies to DSG robotic boxes – the iron part is strong, but the electronics and actuators often mope, killing the clutch. And if we are talking about buying a Tiguan with mileage “for 150”, you need to think very, very hard.

All of these units were endlessly modified and brought to a tolerable state by 2014-2015, but such machines cost more than a million.

It’s completely clear what you don’t need to buy in a used form for sure: 1.4 in combination with DSG (and Skoda Yeti too). You can try the rest, but there is no really reliable and durable combination.

Continued on the next page.

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