VW confirms XL1 production
Groundbreaking two-seater will be the world's most fuel-efficient production car
The two-seater was first previewed by Dr Ferdinand Piech way back in April 2002 at a VW shareholders’ meeting as the 1L, so named for its capacity to achieve fuel economy levels below 1l/100km (or above 282mpg, in real money). Since then, the 1L been transformed into the more production-friendly XL1, which loses the concept’s bubble roof to a more conventional coupe roofline, but retains the tapered profile and near-fully-enclosed rear wheels – as well, of course, as the remarkable fuel consumption.
Today, VW has announced that you’ll be able to buy your own XL1. And while we’ll admit this little car doesn’t fit entirely with the PH ‘Speed Matters’ maxim, it is nevertheless a stupendously clever car, and worthy of our attention as such. It’ll be a plug-in hybrid, driven by a two-cylinder turbodiesel that’ll produce 48hp, as well as a 27hp electric motor, both of which will be allied to a seven-speed DSG gearbox. Super-smooth aerodynamics will result in a drag coefficient of just 0.189, and combined with low weight (795kg) and height (just 1.2 metres), they’ll contribute to a staggering 314mpg fuel economy figure. Enough, in other words, to get you from Land’s End to John O’Groats on around £17-worth of fuel.
You won’t have to travel too slowly while you’re getting there, either, as the XL1 will manage the 62mph benchmark in 12.7 seconds. OK, that’s not exactly fast, but it’s not unusable, either. It’ll also crack 100mph – just – giving it the ability to cruise at motorway speeds without too much trouble. Unlike the 1L, which seated its occupants in tandem, the XL1 will also feature a near-normal seating arrangement, albeit with the passenger slightly rearward of the driver to assist with packaging.
No word has yet been given on how much the XL1 will cost, nor when (or, indeed, whether) we’ll see it on sale in the UK. But VW has confirmed that the new car will be hand-built at its Osnabruck facility, so expect to see a limited production run and a not-inconsiderable asking price.
Hmmm... now, what does the XL1 remind us of? Oh yes, that’s right – the first-gen Honda Insight wore the same tapered profile and covered rear wheels, for obvious aerodynamic reasons. And they still look just as outlandish today, which means they’re developing something of a cult following. So if you like the look of the XL1, but don’t have the cash it’s likely to cost (and, we hasten to add, aren’t looking for over 300mpg), you can still ‘own the look’ for significantly less. Here’s one, for example, going for just over £6,000 – which seems a trifle steep, but it has only done 45,000 miles. Or if not, how’s about this one? It isn’t cosmetically brilliant, but if nobody else bids it could be yours for £1,700.
There are thousands of people who do fairly long commutes who just want somewhere comfy to sit, and something that will do mega MPG.
VW Polo Bluemotion 1.2TDI?
Skoda Fabia GreenLine II 1.2CDI?
Or did you mean higher MPG values than these?
C
Sorry why did they go with carbon fibre? Forgot the point about recylability for now, you could even start ally with reclaimed ally. A real 'tin can' of a car then!
This is another technological toe in the water exercise along those lines.
If you want a mass-production car, buy the version of the Up! they are shoving the drivetrain into.
C
Typical average saloon car with a good Cd figure of 0.26 but a frontal area of 1m squared which is about the average modern car, with a modern eco diesel engine & eco features.
Identical calcs for engine/losses etc
At 60 mph the 1m frontal area car would do 2.92 l/100km 96.74 mpg
At 60 mph the.5m frontal area car would do 1.13 l/100km 249.98 mpg
Frontal area makes the biggest difference to eco'ness by a far greater margin than anything else imho
Examples:
BMW E90 320d EfficientDynamics has a frontal area of 2.17m^2, and a Cd factor of 0.27. CdA = 0.586
BMW F30 320d EfficientDynamics has a frontal area of 2.20m^2, and a Cd factor of 0.26. CdA = 0.572
Even a Lotus Elise CR has a frontal area of 1.6m^2. With a Cd factor of 0.41 or so, the CdA on it would be 0.656, draggier than the saloon cars mentioned above.
This agrees with published specs to some degree.
The Elise R (189ps) manages 138mph, while the aerodynamically cleaner 320d cars manage 142/143mph respectively - on only 163ps.
The Elise SC (220ps) manages 145mph, while a 320d (with only 184ps) manages 146mph.
These are just examples showing that the shape has quite a big influence on the drag. It's not just frontal area.
C
Edited for speeling.
This is another technological toe in the water exercise along those lines.
If you want a mass-production car, buy the version of the Up! they are shoving the drivetrain into.
C
Fair enough point, need to keep up with the BMW i CRFRP stuff afterall!
OT: Nice car, the insight.
C
It is the future of mass motoring. Unfortunately.
With the price of fuel increasing every month, we NEED a vehicle that does circa 300 mpg.
V
The car is built out of carbon fibre, that alone will stop it from being made cheaply. It's expensive enough to build stuff out of cheaper materials.
Put another way, if VW could make a <insert your favourit expensive car here> derivative for a reasonably affordable price, and be the first to market with such a model, they'd sell them by the absolutely BOAT load. -- well, obviously.
C
That doesn't mean it will be in $30K cars this year. The cheapest car with a structural carbonfibre chassis is still the 12C, as far as I know.
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That doesn't mean it will be in $30K cars this year. The cheapest car with a structural carbonfibre chassis is still the 12C, as far as I know.
C
- £50K isn't $30K.
- The XL1 looks like it might cost about the same.
- Neither UK price is fixed yet, and neither car (Alfa/VW) is available. The 12C is.
The real clever products (currently) are the bluemotion/greenline/bluefficiency/ecotec/efficientdynamics ones, to my mind.
Good aerodynamics, diesel engine, details to reduce wastes of energy. The Tesla doesn't do this because it's compromised by weight and even with regen braking you don't get most of it back. GM aren't exactly leaders at diesel and I assume you're alluding to the volt which has the same problem as the tesla (& fisker).
C
The real clever products (currently) are the bluemotion/greenline/bluefficiency/ecotec/efficientdynamics ones, to my mind.
Good aerodynamics, diesel engine, details to reduce wastes of energy. The Tesla doesn't do this because it's compromised by weight and even with regen braking you don't get most of it back. GM aren't exactly leaders at diesel and I assume you're alluding to the volt which has the same problem as the tesla (& fisker).
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