The Aisin automatic of the transverse engine VAG models locks the torque converter across a wide slip range, which gains on fuel consumption but loses on the life of the friction lining. The sign of wear is a vibration or "buzzing" felt at lock-up, and the lock-up cycling on and off.

The air conditioning system can weaken as early as around 30,000 km, and it mostly affects cars with the 1.4 16V and 1.6 16V engines. The symptom is air that cools slowly and finally only goes lukewarm.

The G62 sensor tells the engine control unit how hot the coolant is. If it is faulty, the control unit thinks a warm engine is cold, and runs it rich: hard warm or cold starting, a rough idle, markedly increased fuel consumption, and a dash temperature gauge that jumps around or never reaches its usual reading. The part is cheap and can be replaced in half an hour: the trouble is that many people do not recognise it and replace an injector or a lambda sensor instead. If the fault persists, the rich mixture can destroy the catalytic converter too.

From the late nineties to around 2006, petrol engines used a secondary air pump to blow fresh air into the exhaust on a cold start, so the catalytic converter reaches operating temperature faster. The impeller of the pump rusts or its bearing seizes, soot clogs the combination valve (N112), and the rubber hoses crack. The control unit then stores the `P0411` code. It barely affects driving, but the engine warning light is on, and the emissions test can fail because of it, and the roadworthiness test with it.

The tailgate starts binding between 40,000 and 60,000 km: the actuator or the lock mechanism wears out, and it is more common in the cold. The tailgate does not open from the button, or does not close properly.

The heating and ventilation blower fails after 50,000 to 70,000 km, typically because of the series resistor: the blower only works on the highest speed, or not at all.