Volkswagen XL1 driving the technology SAE International — Volkswagen XL1

26 Янв 2015 | Author: | Комментарии к записи Volkswagen XL1 driving the technology SAE International — Volkswagen XL1 отключены

Volkswagen XL1

Volkswagen XL1: driving the

Volkswagen’s XL1 can be driven quickly and in the wet.

Looking backwards in the VW XL1 involves cameras instead of intrusive exterior mirrors. is no central interior mirror.

overall vehicle performance and aspects of powertrain information are to the driver of the VW XL1.

Staggered of the seats provides added room in the VW XL1. The carbon seat shells offer location and comfort.

“We have a best average fuel in hybrid mode of 0.7 L/100 km the car,” said Volkswagen Specialist Steve Harris, that this AEI editor’s exit from a roundabout was not the salient design aspect of the VW

Maybe; but what is arguably the most extraordinary production car so with aplomb, demonstrating even such an extreme to the successful pursuit of über-economy can be a enjoyable and practical driving VW bills it as the “most efficient car in the

AEI is not a publication that would embrace road impressions of a it is globally renowned for its presentation of revealing, describing, reporting, and worldwide automotive technology the emphasis on absolute accuracy and But very occasionally a vehicle be presented by an OEM that represents a step-change in transport that an dimension is required; as a technological de force . the XL1 is a very rare

Although previously described by AEI in detail, covering everything conception to production (now at two a week for a total 250 units, 200 of will be for sale or lease to at €110,000 a copy), the vital of the whole concept concerns ease of operation, and satisfactory

Entering the 1153 mm (45.4 in) XL1 via an upward swinging, almost door, calls for a minor of athleticism over a wide but is helped by a steering wheel flattened lower circumference. for the seven-speed automated-manual DSG (direct gearbox) with regular (D) and (S) modes comes easily to

Instrumentation is basic but adequate. A Garmin screen provides reminding the driver if power is from the XL1’s 35-kW two-cylinder 0.8-L diesel TDI its 20-kW electric motor, or a of both. It also indicates if the car is or putting energy back the system, mainly via regenerative although in S mode on the overrun the receives some energy. pure EV range is 50 km (31 mi) and more 10 times that if the diesel’s is added.

Sitting next to the on a seat positioned slightly aft to added elbow room, underlined that as well as its it also had—to use a decidedly phrase now beloved by many OEM and engineers—a “fun factor.”

The XL1 was on the UK’s unforgiving roads, provided a plethora of surface potholes, lateral ridges, narrow rural lanes, and motorways, in weather that a heavy downpour of rain and wind. No particular attention was to economy driving and maximum was used often; headlights, and air conditioning were in almost use. It was the sort of treatment a car would experience.

But driven like that, fuel consumption could average around 1.3 L/100 km; the figure is 0.9 L/100 km.

“It’s a narrow car—about as wide as a VW Harris reminded this as the XL1, driven in pure EV accelerated to join the traffic on a dual carriageway in Milton site of VW’s UK HQ. “If you need power, just floor the

That done, the little diesel took less two seconds to respond, making a staccato clacking sound Harris said had been to a general aviation engine. may be less complimentary.

“A reminder this car has no interior or exterior but rear-facing cameras (e-mirrors) give very good except for the area immediately the car,” warned Harris. are received on small screens fairly low on the door. They are and cover potential blind-spots the vehicle’s flanks, but could be larger and placed higher, confidence in their efficacy is gained. Lack of regular mirrors makes a significant to the car’s ultra-low aerodynamic coefficient (Cd) of 0.189. through its steeply sloping and polycarbonate side windows is A-pillars are very slim.

The 0-100 km/h (0-62 time for the XL1 is 12.7 s and top speed is to 159 km/h (99 mph), which may modest but is totally adequate.

Volkswagen XL1

efficiency is greatly enhanced in the XL1 the use of large diameter but narrow wheels—the fronts weighing kg (6.97 lb), the rear kg (8.18 lb)—fitted with low resistance Michelin tires. higher speeds—above about 80 (50 mph)—coasting also benefits the car’s aerodynamic efficiency.

is double wishbone and incorporates ZF dampers. For a car that has an unladen of only 795 kg (1753 lb), the is generally good, although potholes and lateral ridges jarring and thumping through the very stiff—more than N·m (22,100 lb·ft) per degree—carbon-fiber

Roadholding was confident and handling on streaming wet road surfaces. The steering is direct and light, with some loading-up in corners.

Ceramic brakes are to save weight; they rather dead and create noise. “You can just dip the pedal without applying the to get an energy recuperation signal,” Harris.

Also to save there is little sound material in the car, which at makes it seem almost a prototype, which it certainly is

Passing through a village in EV mode creates a mild in the car but there is no exterior noise which it arguably needs for reasons.

Out of the village, and up a hill in the S-mode, demonstrated the car’s brisk performance, with regeneration achieved on the subsequent (D mode does not provide stated Harris).

Although no car, the XL1 does indeed a “fun factor.” Rapidly the roundabout that prompted comment on the car’s fuel potential, a following Audi A4 shrank in the rear-view screens. It again only as the XL1 settled to an 120-km/h (75-mph) cruise.

Determined to overtake, as he did so the Audi glanced sideways with and disbelief at the extraordinary little scuttling along so quickly and that may represent an embryo of automotive engineering and technology.

has indicated that a motorsport of the XL1 powered by a 1.2-L Ducati engine is being considered; factor” would be standard.

Volkswagen XL1


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