Economical VW has futuristic flair,
big-time performance
The term “supercar” is often used to
describe the fastest machinery that pops up on our radar, but it is rarely, if
ever, applied to anything conceived purely for economy. Since this is our
annual Earth Day issue, we’re going to make an exception.
Volkswagen
XL1
Why?
Because while the limited-production
Volkswagen XL1 lacks the outright pace to get us overly excited, it’s claimed
261-mpg combined consumption (on the European test cycle) is definitely super.
It is tiny, for sure, measuring just 152.8
inches long, 65.0 wide and 45.3 tall. A futuristic teardrop body design and
enclosed rear wheels, as well as so-called e-mirrors using rear-facing cameras
in place of conventional mirrors and a flat underbody, have netted an
exceptional 0.19 coefficient-of-drag rating – a record for a road-legal
production car.
The XL1 is based around a lightweight
carbon-fiber reinforced plastic monocoque cured in the same autoclave as the
upcoming Porsche 918 Spyder. Crash protection is provided by extruded aluminum
crash boxes front and rear – the latter also supports the drivetrain. And just
like most supercars, the XL1’s powertrain is mid-rear mounted.
The
chassis is unique and includes a suspension with double wishbones up front and
a rear semi trailing link arrangement.
The chassis is unique and includes a
suspension with double wishbones up front and a rear semi trailing link
arrangement. It supports 15-inch magnesium front wheels shod with ultra-narrow
115/80 profile tires and 16-inch magnesium rear wheels with conventional 145/55
tires. The brakes use carbon-ceramic discs to help lower weight.
With wide sills and seats mounted below
knee height, it’s not a particularly easy car to get into; however, the large
butterfly doors hinge up and forward, creating an aperture through which to
climb. Once inside, you find a surprisingly roomy cabin for something so small
thanks to staggered seating: The passenger seat is mounted slightly behind the
driver’s.
Turn the key, release the electronic
parking brake, slide the gear lever back a few notches and the XL1 hums away
from a standstill on electric power. With unassisted steering, it is a bit of a
chore to thread through traffic at lower speeds on city streets, as the
rack-and-pinion system weights up quite dramatically with a quarter-turn of
lock. There is also a low frequency resonance vibrating through the stiff
monocoque and a very firm ride on road surfaces that are much less than smooth.
It doesn’t sound like much, but with a
1,753-lb curb weight, the little bugger can reach 62 mph in 12.7 seconds and
hit 100 mph on the top end.
Mounted behind the cabin is the XL1’s
compact drivetrain, a tiny 800cc diesel engine producing 50 hp and an electric
motor making 27 hp. They drive the rear wheels through a seven-speed
dual-clutch gearbox. A 2.64-gallon tank in the rear contains the diesel. A
5.5-kilowatt-hour lithium-ion battery mounted in the front of the passenger
footwell delivers charge to the electric motor.
The XL1, a price for which has yet to be
revealed, can run on diesel power, electric power or, in so-called boost mode,
a combination of both sources for more spritely performance. In boost mode, the
diesel and electric motor generate a combined 68 hp and 103 lb-ft of torque. In
hybrid mode, the system’s electronics cap output (at lower revs) to hit what VW
engineers describe as the sweet spot between performance and economy.
With
exceptionally little rolling and air resistance, the low-slung two-seater is
perfectly happy to sit at typical North American highway speeds.
It doesn’t sound like much, but with a
1,753-pound curb weight, the little bugger can reach 62 mph in 12.7 seconds and
hit 100 mph on the top end. The overall range is 280 miles – 37 miles can be
traveled on electricity alone.
As you pick up speed, the diesel engine
fires to provide added power and to protect the battery charge. At first, it
sounds like a coffee grinder as it kicks into action before setting into a
distant thrum. Increased speed brings more reassuring actions from the
steering, including a greater eagerness to self-center. The ride also improves,
becoming more compliant.
A display in the instrument binnacle
provides an array of information on the XL1’s systems, as well as its state of
charge. There’s also a button on the dash allowing the driver to toggle between
hybrid and electric modes.
The XL1 feels most at home on open roads at
constant cruising speeds. Longitudinal stability is quite impressive – even in
the shadow of large trucks. With exceptionally little rolling and air
resistance, the low-slung two-seater is perfectly happy to sit at typical North
American highway speeds.
VW is tight-lipped on long-term XL1
production plans. At first, just 50 of the coupes will be built, though VW
development boss Ulrich Hackenberg hints at another 150 if there is enough
demand. While there are no immediate plans for North American sales or leasing
programs, you can bet some of the car’s technology will go mainstream.
They key to the XL1’s amazing economy is
its spectacular efficiency. Volkswagen says it requires just 8 hp to run at a
steady 62 mph. On one particular route – nearly 100 miles through Switzerland,
including country roads, highways and some city running – we managed 157 mpg at
an average speed of more than 50 mph while, at times, pulling some brisk
overtaking maneuvers. Do the match – we’re talking just 18 gallons on the
2,800-mile journey from New York to Los Angeles.
Hey, there’s an idea!
The
XL1 feels most at home on open roads at constant cruising speeds. Longitudinal
stability is quite impressive – even in the shadow of large trucks.
