Volkswagen XL1 Concept

This small emirate is reputed to have a per-capita GDP that ranks among the highest in the world. It has energy to spare, with plenty of oil and the world’s third-largest reserves of natural gas. The population produces three times as much carbon dioxide per person as does that of the United States. Premium gas costs the equivalent of just a dollar per gallon—and that’s after a recent 25-percent increase in the government-subsidized price, which caused serious consternation among the country’s V-8–packing drivers. The capital city of Doha is gridded with wide and heavily policed streets that run among seemingly endless construction sites, all adding to a Manhattan-like skyscraper forest.

It was in this environment that we were introduced to the hyperefficientVolkswagen XL1.

The Next Step for the “1-Liter” Car

The XL1 is Volkswagen’s latest “1-liter” car. This term doesn’t refer to engine displacement but rather to the European method of expressing consumption, which is to say the amount of fuel needed to travel 100 kilometers. Traveling that distance on one liter of fuel translates to 235 mpg—or, put differently, New York to Boston on one measly gallon of diesel. A 1-liter car would simply be the world’s most efficient combustion-engined passenger vehicle, and VW says the XL1 actually needs just 0.9 liter to travel 100 kilometers, which means the claimed maximum efficiency is a heady 261 mpg.

This VW is probably the first European car to have its world introduction preceded by thanks to Allah. Shortly after its debut at the first-ever Qatar auto show, the XL1 was examined by Sheikh Hamad Bin Jassim Bin Jabr Al-Thani, the country’s prime minister and minister of foreign affairs and a member of Qatar’s ruling family. His wife liked it and was reported as saying that she would like to have one. Most other visitors were bemused by the fuss over a little two-seater with a tiny engine and turned their attention to the Touareg Gold Edition, an exercise in 24-karat excess specially created for the local audience.

Why would Volkswagen even think about launching its most frugal car in a land where no one gives a second thought to saving energy? Simple: 17 percent of Volkswagen, Germany’s biggest car company, is now owned by Qatar Holdings, a part of the company’s sovereign wealth fund. It happened on the heels of Porsche’s failed bid to take over VW. Porsche had solicited investment from Qatar at the time of the Lehman Brothers collapse, when it held options on millions of Volkswagen shares. With Porsche instead becoming part of the Volkswagen Group, the Qatari investment turned into a chunk of VW.

Yet Another Piëch Brainchild

The 1-liter car was Ferdinand Piëch’s idea, and he drove the first concept, a cigar-shaped tandem two-seater, to the 2002 board meeting at which he retired as CEO. The intervening years produced a “2-liter” prototype that was only shown internally, as well as the L1 that appeared at the 2009 Frankfurt show. VW became convinced during that time that a production 1-liter would require a plug-in hybrid drivetrain. It would also need to have the lightest possible chassis and body panels, worldbeating aerodynamics, and side-by-side rather than tandem seating.

The XL1’s hybrid system consists of a 47-hp, 800-cc two-cylinder TDI turbo-diesel engine, a 27-hp (20-kW) electric motor, and VW’s seven-speed DSG dual-clutch gearbox. (The DSG is programmed to operate only in automatic mode.) The TDI and the electric motor combine to deliver maximum torque of 103 lb-ft. This amazingly compact powertrain is mounted transversely behind the passenger compartment and drives the rear wheels. A 5-kWh lithium-ion battery pack and a 2.6-gallon diesel fuel tank are nestled between the powertrain and passenger compartment.

The major factor in weight saving was the use of carbon fiber for the chassis and body panels. The center monocoque/safety cell is molded in one piece by a rapid resin-transfer process that’s quicker and cheaper than conventional hand-laid carbon. VW developed it with the Austrian company Carbo Tech, which also helped implement a similar system for the McLaren MP4-12C supercar. The supercar connection doesn’t end there: The XL1’s supersmooth, aerodynamically optimized shape should achieve an extremely low drag coefficient of 0.19.

About as Poky as You’d Expect

So the XL1 looks racy, but its ultimate performance is leisurely: 0 to 60 mph takes about 11.5 seconds, and top speed is limited to 99 mph. Considering the elaborate and expensive weight-saving measures, the XL1 is heavier than one might expect, at 1800 or so pounds. Its predecessor, the L1, came in at a claimed 840 pounds. Blame the twofold increase on the safety equipment and the comfort and convenience features required to turn a vehicle solely focused on efficiency into an acceptable everyday car.

Even though it ditches earlier versions’ tandem seating, the XL1 remains narrow and tapers at the rear, so the passenger seat isn’t aligned with the driver’s; it’s offset toward the stern by a few inches to preserve shoulder room. There is, of course, none of the sound and fury of the supercars that pioneered this car’s construction methods. As with other vehicles that can operate purely on electricity, everything is remarkably quiet at step-off and at low speeds—all you hear is the thrum of tires on asphalt. Once you press harder on the accelerator to demand more power, the diesel engine starts, without any jolt but with a curious tinny rattle. Lift the pedal, and the gentle calm returns as the engine stops instantly; it restarts in milliseconds when you flex your right foot again.

You can, however, force the car to run only on electricity. Select that mode, and the TDI diesel is declutched from the drive wheels, at which point the XL1 can run for a claimed 22 miles and reach a top speed of 50 mph. Recharging the batteries via a plug takes an hour and a few cents. But the XL1 won’t leave you stranded. Like the Chevrolet Volt’s gasoline engine, the VW’s diesel powerplant takes over when the batteries reach a minimum charge level.

An Everyday Space Pod?

Hunkering down into the carbon-fiber driver’s seat feels special, and you’re confronted by a small steering wheel squared off at the bottom and a well-equipped and nicely trimmed dashboard. The XL1 has no rear window or side mirrors; in place of the latter, video cameras feed two small screens in the inner door panels. Design-wise, the interior is immediately recognizable as a VW. Onlookers, seeing the doors hinge upward as we climbed aboard, asked if it were a baby Lamborghini. Not quite, we replied, although some at Volkswagen believe, perhaps optimistically, that cars like this will be the supercars of an energy-conscious future.

Our drive through the city and outskirts of Doha suggested that the XL1 would be an acceptable daily driver. This in spite of a rather lumpy ride. Blame the narrow Michelin low-rolling-resistance tires, which run at a firm 45 psi. But the XL1 steers accurately and easily, without the need for power assistance. The brakes are fitted with lightweight carbon-ceramic discs and offer excellent stopping power, although less experienced pilots—or, ahem, younger ones—may find the pedal’s feel odd, as it’s as unassisted as the steering, a rarity in modern vehicles.

You’d need many miles behind the wheel or finely calibrated equipment—neither of which was available to us that day—to verify the official fuel-economy figure, which was calculated by the European authorities using a new drive cycle for plug-in hybrids. The number reported was a bit better than VW expected, at the equivalent of 261 mpg. So here is a car, primarily driven by a diesel engine, with minimal emissions (24 g/km of CO2 versus, say, the Prius’s 89 g/km) that can claim to be more efficient than more highly vaunted pure-electric vehicles.

For now, all the XL1 does is make a statement—it’s still a prototype. But VW Group chairman Martin Winterkorn promised it will be available by 2013 “at an affordable price.” We guess that will be somewhere around the equivalent of $50,000. Qatar won’t get it—and the U.S. probably won’t, either—but this is just the thing European eco-warriors have been waiting for.

Volkswagen Taigun Preview

Volkswagen intends to rule the car world and to do that it needs to tap emerging markets to draw the volumes. And, the introduction of a sub-brand, which would offer more affordable cars for these markets including India, is one of the steps in that direction. What it also needs is more affordable cars from the Volkswagen brand itself. But, not just any car; it needs an SUV. The latter is, after all, one of the fastest growing segments.

Now, it has one. Or, will have one based on the Taigun concept showcased recently at the Sao Paulo Motor Show. The Taigun is based on the “New Small Family Platform” on which the up! small car is also based. The concept’s exterior look follows the very concise and clear Volkswagen SUV design DNA. This gives the Taigun a sophisticated and powerful appearance. It’s 3,859mm long, 1,728mm wide and 1,570mm tall. Between the front and rear bumpers, the vehicle sports a wheelbase of 2,470mm, which is large given its short overall length. The result: short overhangs and appealing proportions. As for the looks, it surely looks like a miniature version of the Tiguan and Touareg, but carries what will be the new face of VW SUVs. The all-LED headlamps will certainly not make it to the production version, but the overall edgy design along with the large grille giving this miniature SUV tremendous road presence.

In profile the high ground clearance and short overhangs are evident. The rear door also does away with a conventional door handle, and in place is one very similar to the one found on the Chevrolet Beat. This too will make to production. At the back the tail gate is a two piece affair for easier loading and more flexibility. It’s, however, an expensive option. So chances are that it might be ditched for a standard tail gate at least for markets like India where cost is key. A close look also reveals skid plates both up front and at the rear to give the Taigun a butch aura. Last but not the least, roof rails with integrated lights finish off this tiny monster.

Inside, the Taigun looks smart and simple. The three dials on the smooth flowing dash look sporty and so does the little instrument panel. A touch screen interface is present in the concept which controls multiple functions like Bluetooth connection, audio player and the sat-nav unit.

The four-seat concept car is powered by a new 1.0-litre TSI engine with 110bhp. The Taigun engine extends the range of the three-cylinder petrol engines by adding direct fuel injection plus turbocharging technology, which opens a new chapter in the downsizing strategy at Volkswagen. The engine delivers a high peak torque of 175Nm at a low 1500rpm. The lightweight concept car, weighing in at 985kg, has a claimed top speed of 186kmph and can accelerate to 100kmph from a standstill in 9.2 seconds. Moreover, the Taigun is expected to be very fuel efficient offering around 22kmpl.

VW’s baby SUV, which runs 17 inch alloy wheels shod with 205/50 R17 tyres, should be up for a bit of offroading as well, thanks to its light weight, high ground clearance and good low end torque. There’s however no four wheel drive on offer. What it does get though is ESC - electronic stabilisation programme.

So, where will the Taigun slot in when it makes to production? It will sit above the up! and should be priced similar to the Polo. It will also pose a threat to the more expensive SUVs like the Ford EcoSport and the Renault Duster, but would go head-on against the Mahindra Quanto.

Renault Duster Facelift Preview

We all love the Renault Duster facelift for various reasons most which seem to be along the lines of it being a small vehicle made to look much bigger than its size. Developed and designed by Renault’s Romanian subsidiary, Dacia, its arrival heralded a new chapter in the pages of Renault India’s history as it set the charts on fire every month since its launch in July 2012. However, despite the good combinations that it offered, the Duster was no match for the Ford EcoSport which was launched earlier this year and ultimately started dropping off in terms of numbers. With so much to lose, it is now likely that Renault will bring the facelifted version to India sooner than expected. It was unveiled at the Frankfurt Motor Show and features a host of cosmetic changes and a new petrol engine option.

Exterior

The facelifted Renault Duster gets a redone fascia in the form of a new grille, revised headlamp design as well as a new design for the air intake in front. It also gets new front and rear scuff plates, revised tail lamp assembly and 16-inch wheels. However, the overall design of the crossover has not been tampered with as it still retains its squat stance and model-defining flared wheel arches. The rear too remains the same as the current vehicle but now the exhaust pipe has been integrated into the rear diffuser assembly. However, one noticeable change to the Duster is the modified roof rails to increase the amount of support it can provide. For further personalisation, Renault may also offer the adventure exterior design pack which includes a bulbar, satin chrome strips and door sill guard protectors.

Interior and features

The Renault Duster facelift carries over most of the interiors from the current vehicle but what’s new is the instrument cluster, seat upholstery options and power window switches. The European spec car also gets a fire extinguisher, security system and snow chains. India would be getting only the fire extinguisher. The rear seats are likely to remain unchanged as will the boot area. Renault currently offers a navigation pack with the Duster and we expect that this will become a standard feature on the RXZ diesel variant.

Variants and engine line-up

The Renault Duster is currently offered in seven diesel and two petrol variants. We expect that once the Media-NAV system is integrated into the car as a standard feature, Renault will do away with the RxZ and RxL optional variants.

The engine line-up stays the same as before; a 1.5-litre diesel and a 1.6-litre petrol. The diesel is available in two configurations 84bhp+200Nm and 110bhp+240Nm, while the petrol engine produces 102bhp and 145Nm of torque. The 84bhp diesel and the petrol engine have been mated to a five-speed manual while the 110bhp diesel has been mated to a six-speed manual gearbox.

However, Renault’s new weapon is the 1.2-litre TCe petrol engine that produces 123.3bhp and 204Nm of torque. Power is transmitted to the front wheels or all four wheels via a six-speed manual and in the case of the latter a four-wheel-drive system. It is their answer to Ford’s Ecoboost engine and will most certainly be launched here in the front-wheel-drive guise.

When do we get it and what will it cost?

It is likely that Renault will showcase the facelifted Duster at the 2014 Auto Expo and will launch it a few months later. The price is expected to be Rs 20,000 more than the equivalent current variants of the present vehicle.

The facelifted Renault Duster, when launched here, will compete with the Ford EcoSport, Nissan Terrano and the Mahindra XUV500 W4 variant.

Tata Pixel

The Tata Pixel is a rear-engined four-passenger city car, unveiled on 1 March 2011 by Tata Motors at the 81st International Motor Show in Genevaand aimed primarily at the European market. It is based on the Tata Nano platform