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  VW XL1

EngineIn-line two-cylinder (Diesel)
Displacement (bore * stroke)800 cm³ (81,0 mm * 80,5 mm)
Torque120 Nm
Electric driveFlywheel module with 20 kW
Torque140 Nm
BatteryLithium-Ionen, water cooled
Battery data220 V/5,5 kWh/68 kg
Electric rangeApprox. 50 km
TransmissionSeven-speed sequential
Wheels f/r115/80 R 15 / 145/55 R 16
Cast magnesium
Wheelbase2.224 mm
Length3.888 mm
Width1.682 mm
Height1.462 mm
Drag coefficient0,189
Kerb weight795
CO2-emission21 g/km
ConsumptionApprox. 1 liter/100km
Maximum speed160 km/h (cut-off)
Tank capacity10 liter
Year of manufactureFrom 2013

Two predecessors, there have been in 2002 and 2009, both with the name L1. The first only had seats one behind the other and weighed significantly less than half as the car XL1 now in limited series presented. There are just differences between prototypes and delivery models.

One should not think of that this two-seater made of carbon weighs about as much as a Golf 1. Of course this is unfair because he has on board a second drive, the battery needed for this, the water for cooling, and a heap of control.

The 1.6-liter four-cylinder has been divided, but is still not to hear at times as two-cylinder. Even the 7-speed dual-clutch transmission is likely to have its share of the weight. In exchange, the seats are super lightweight and the side windows are made of plastic.

A real bang is the drag coefficient, which is somewhat relativized by the width and height of the vehicle as drag. That still emerges 1 liter consumption (hopefully not only for the first 100 km), one could not have been thought possible after the sight of the 'cigar' L1.

After all, one has saved by slightly offset positioning of the seats a little width. With our everyday cars we really moved a bit too much apart. If then added an access through well into the roof and slightly opening forward wing doors.

If one tries to look in the right exterior mirror, the eyes fall unavoidably on the display, located right slightly under the window. Cameras as rear-view mirror in a normal car are only a question of price, clad wheels not even more, at least rear.

The XL1 reveals much more about the future models for example the modular transverse matrix, as one could see of its form. Different from, for example, Toyota or GM VW seems to rely on cost-effective changes of the transverse drive in direction hybrid. Instead CVT many, automatically switching gears. At the XL1 this has already been achieved, even if the drive is moved backwards for aerodynamic reasons.

But from such a mid-engine, one may not get irritated. It is a very normal Blue-Motion-TDI, that has been deprived of its both middle cylinders. On the other side no dual-clutch transmission is installed probably, as it would have us believe the VW information. Because shifting without interruption of tractive power surely can not be the main aim of the XL1 development.

Rather to suspect is the now almost classical three shaft transmission with 4 forward gears on one and 3 + reverse gear on the other shaft. Therefore no gearbox split in two due to double clutch, but two clutches, one in front and one behind the flywheel electric motor. When starting e.g. the clutch close to the engine is engaged and the other disengaged.

VW now also has not so much needless money, to serve customers a car just for fun. The XL1 is rather an advanced prototype in customer hands, whose drive is tested for many later VW models. The car will not be cheap. Nevertheless, by no means the plant will produce cost-covering. For this customers will probably sought with enough Km performance and constant proximity to the factory. 04/13               Top of page               Index
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Translator: Don Leslie - Email:

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