Greenpeace Report: Four Steps To A Three-Litre Golf

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Four steps to a three-litre Golf
Expectations for the new Golf VII
Four steps to a three Four steps to a three Four steps to a three Four steps to a three- -- -||tre Go|f ||tre Go|f ||tre Go|f ||tre Go|f

Expectat|ons for the new Go|f vll Expectat|ons for the new Go|f vll Expectat|ons for the new Go|f vll Expectat|ons for the new Go|f vll
___________________________________________

1. lntroduct|on: The new Go|f vll - at |ast, a three-||tre car? .......................................... 3
2. Why th|s study? Why now? A h|story ....................................................................... 5
2.1 The Sml|E......................................................................................................... 5
2.2 vW and the three-||tre car................................................................................... 6
2.3 Three ||tres |n today's context............................................................................. 6
3. Why the Go|f?.......................................................................................................... 7
4. The background...................................................................................................... 8
5. Po|nt of departure: the best Go|f mode|s.................................................................. 9
6. Four steps to a three-||tre Go|f................................................................................ 10
6.1 Energy requ|red to prope| the veh|c|e................................................................ 11
6.2 Excursus: the European dr|v|ng cyc|e - bas|s for consumpt|on data.................. 12
6.3 The f|rst step: |ess we|ght ................................................................................. 14
6.4 The second step: |ess ro|| res|stance ................................................................ 16
6.5 The th|rd step: |ess a|r res|stance ..................................................................... 17
6.6 Eff|c|ency |mprovements |n the area of dr|ve tra|n effect|veness......................... 18
6.7 The fourth step: more eff|c|ent eng|nes............................................................. 19
6.8 Summary: effects of reduct|on steps for d|ese| powered vers|ons ..................... 22
6.9 Summary: effects of reduct|on steps for petro| powered vers|ons ..................... 24
7. Out|ook ................................................................................................................. 26
8. Append|x............................................................................................................... 28
8.1 A short h|story of the Go|f................................................................................. 28
8.2 What |s B|ueMot|on and B|ueMot|on Techno|ogy? ............................................ 32

Greenpeace: Four steps to a three-||tre Go|f - Expectat|ons for the new Go|f vll
3

1. l 1. l 1. l 1. lntroduct|on: ntroduct|on: ntroduct|on: ntroduct|on: T TT The ne he ne he ne he new Go|f vll w Go|f vll w Go|f vll w Go|f vll - -- - at |ast, a three at |ast, a three at |ast, a three at |ast, a three- -- -||tre car? ||tre car? ||tre car? ||tre car?
As the |argest automob||e manufacturer |n Europe and perhaps soon the wor|d,
vo|kswagen has a spec|a| respons|b|||ty for c||mate protect|on that |t |s not meet|ng. lt |s
f|na||y t|me to act.
S|nce 2011, Greenpeace's c||mate campa|gn has been cha||eng|ng vo|kswagen to
make |ts cars more eff|c|ent and more c||mate fr|end|y. The |ntroduct|on of |ts mass-
market mode| Go|f vll |n the autumn of 2012 offers vW an opportun|ty to ||ve up to |ts
c||mate respons|b|||t|es. ln the fo||ow|ng study Greenpeace demonstrates that the new
Go|f (d|ese| and petro| mode|s} cou|d ach|eve OO2 em|ss|ons of just 80 grams us|ng
about 3.4 ||tres of petro| (or three ||tres of d|ese|}. And, |t cou|d do so us|ng ex|st|ng
convent|ona| techno|ogy - w|thout part|a| e|ectr|f|cat|on and w|thout sacr|f|c|ng safety,
comfort or performance.
D|ese| powered vers|ons D|ese| powered vers|ons D|ese| powered vers|ons D|ese| powered vers|ons
s|ng s|mp|e techn|ca| measures and very s||ght add|t|ona| costs the new Go|f vll d|ese|
cou|d even ach|eve an eff|c|ency |eve| of 2.9 ||tres per 100 km (75 grams of
OO2/k||ometre}. That wou|d cause 25 % fewer OO2 em|ss|ons than the best Go|f d|ese|
(B|ueMot|on, 99 grams} and 37 % fewer than the current top-se|||ng standard Go|f d|ese|
vers|on (119 grams}.

4
A standard mode| gas guzz|er? No! A standard mode| gas guzz|er? No! A standard mode| gas guzz|er? No! A standard mode| gas guzz|er? No!

Greenpeace |s demand|ng that vW turn the standard mode| for the next Go|f (Go|f Greenpeace |s demand|ng that vW turn the standard mode| for the next Go|f (Go|f Greenpeace |s demand|ng that vW turn the standard mode| for the next Go|f (Go|f Greenpeace |s demand|ng that vW turn the standard mode| for the next Go|f (Go|f
vll} |nto a true three vll} |nto a true three vll} |nto a true three vll} |nto a true three- -- -||tre car. ||tre car. ||tre car. ||tre car. 80 g OO2 em|ss|ons per k||ometre us|ng three ||tres 80 g OO2 em|ss|ons per k||ometre us|ng three ||tres 80 g OO2 em|ss|ons per k||ometre us|ng three ||tres 80 g OO2 em|ss|ons per k||ometre us|ng three ||tres
(petro|: 3.4 ||tres} of fue| or |ess |s a|ready poss|b|e us|ng convent|ona| techno|ogy. (petro|: 3.4 ||tres} of fue| or |ess |s a|ready poss|b|e us|ng convent|ona| techno|ogy. (petro|: 3.4 ||tres} of fue| or |ess |s a|ready poss|b|e us|ng convent|ona| techno|ogy. (petro|: 3.4 ||tres} of fue| or |ess |s a|ready poss|b|e us|ng convent|ona| techno|ogy.

P PP Petro| etro| etro| etro| powered vers|ons powered vers|ons powered vers|ons powered vers|ons
Petro| mode|s w|th a future consumpt|on rate of 3.4 ||tres (80 grams OO2/k||ometre}
wou|d |mprove OO2 em|ss|ons by 34 % over today's best mode| (121 grams w|th
B|ueMot|on-Techno|ogy} or by 41 % compared w|th the current average petro| vers|on
(134 grams}.
By emp|oy|ng a '||ght hybr|d` vW cou|d even get fue| consumpt|on down to as |ow as
2.6 ||tres of petro| (61 grams OO2/k||ometre} - an |mprovement of a|most 50 % over
today's best mode|.

5
However, the goa| of the Sml|E project was not the three However, the goa| of the Sml|E project was not the three However, the goa| of the Sml|E project was not the three However, the goa| of the Sml|E project was not the three- -- -||tre car. ||tre car. ||tre car. ||tre car. lt was to cut fue| lt was to cut fue| lt was to cut fue| lt was to cut fue|
consumpt|on |n ha|f for a|| types of veh|c|e. consumpt|on |n ha|f for a|| types of veh|c|e. consumpt|on |n ha|f for a|| types of veh|c|e. consumpt|on |n ha|f for a|| types of veh|c|e.

2. 2. 2. 2. Why th|s study? Why now? A h|story Why th|s study? Why now? A h|story Why th|s study? Why now? A h|story Why th|s study? Why now? A h|story
Why the Go|f and why a three-||tre car? The |mportance of fue| eff|c|ency for c||mate
protect|on and the need to cut automob||e OO2 em|ss|ons |n ha|f has been c|ear now
for more than 20 years. O||mate protect|on |s not an opt|ona| extra. The
cha||enge/demand |s that veh|c|es shou|d not use more than three ||tres per 100
k||ometres. Th|s equates to a max|mum of 80 grams/k||ometre of OO2 em|ss|ons.

2.1 2.1 2.1 2.1 The Sml|E The Sml|E The Sml|E The Sml|E
ln the 1990s there were |n|t|at|ves to
br|ng a subcompact or m|crocar1
on to the market w|th fue| eff|c|ency
of around three ||tres. S|nce then
'three` has become the mag|c
number. As ear|y as 1996
Greenpeace's Sml|E (Sma||,
lnte|||gent, ||ght, Eff|c|ent} project
demonstrated that |t was poss|b|e
to cut fue| consumpt|on |n ha|f
w|thout sk|mp|ng and w|thout h|gher
costs. A mass-produc|b|e prototype
- wh|ch to th|s day |s st||| a
|andmark |n techno|ogy and des|gn - cou|d cut the fue| used by a comparab|e standard
mode| |n ha|f us|ng "downs|z|ng and supercharg|ng" (h|gh|y compressed combust|on a|r}
together w|th a rad|ca| reduct|on |n cy||nder d|sp|acement s|ze}. The or|g|na| Tw|ngo (the
base mode| for the Sml|E project} used 6.6 ||tres; the Sml|E vers|on w|th a
supercharged eng|ne and |ess we|ght used on|y 3.3 ||tres. On numerous tr|ps
throughout Europe the Sml|E averaged even |ess than 2.5 ||tres/100 k||ometres.

1
Trans|ator`s note: For a summary tab|e ||st|ng the term|no|ogy used for
passenger automob||e s|ze c|asses |n Europe and the SA:
http://en.w|k|ped|a.org/w|k|/Oar_c|ass|f|cat|on

6
The new Go|f w||| have a b|g |nf|uence on the car market for the next ten years. The new Go|f w||| have a b|g |nf|uence on the car market for the next ten years. The new Go|f w||| have a b|g |nf|uence on the car market for the next ten years. The new Go|f w||| have a b|g |nf|uence on the car market for the next ten years.
Accord|ng|y, vW must |ncorporate Accord|ng|y, vW must |ncorporate Accord|ng|y, vW must |ncorporate Accord|ng|y, vW must |ncorporate the best fue| eff|c|ency techno|ogy ava||ab|e as the best fue| eff|c|ency techno|ogy ava||ab|e as the best fue| eff|c|ency techno|ogy ava||ab|e as the best fue| eff|c|ency techno|ogy ava||ab|e as
standard equ|pment. The goa|: three ||tres. standard equ|pment. The goa|: three ||tres. standard equ|pment. The goa|: three ||tres. standard equ|pment. The goa|: three ||tres.

2.2 2.2 2.2 2.2 vW and the three vW and the three vW and the three vW and the three- -- -||tre car ||tre car ||tre car ||tre car

Oa||s for a three-||tre car grew |ouder. vo|kswagen reacted and brought |ts '3-||tre` |upo
d|ese| on to the market. But |ts exorb|tant|y h|gh cost attracted few buyers to th|s eco
demonstrat|on mode| and even dea|ers adv|sed aga|nst buy|ng |t.
Neverthe|ess, vo|kswagen ach|eved two th|ngs w|th th|s project.
F|rst, the company cou|d now c|a|m customers weren't |nterested |n fue|-eff|c|ent cars.
To th|s day vW Group has abused th|s argument to excuse |ts fa||ure to offer an
attract|ve fue|-eff|c|ent mass-market automob||e.
Second, vW estab||shed the 'three-||tre car = subcompact car` equat|on. But that st|||
meant a drast|c reduct|on of fue| consumpt|on and OO2 em|ss|ons |n the who|e mass
market.

2.3 2.3 2.3 2.3 Three ||tres |n today's context Three ||tres |n today's context Three ||tres |n today's context Three ||tres |n today's context
Greenpeace's 1996 goa| - to cut average fue| use |n ha|f - |s as t|me|y today as |t was
then. ln the meant|me, Sml|E techno|ogy - downs|z|ng and supercharg|ng - has won
w|de acceptance |n the automob||e |ndustry. F|fteen years after Sml|E, eng|ne
d|sp|acements have got sma||er. But |nstead of |ower|ng fue| use, cars have grown ever
heav|er and fue| consumpt|on has fa||en at on|y a sna||'s pace - desp|te the fact that desp|te the fact that desp|te the fact that desp|te the fact that
today the three today the three today the three today the three- -- -||tre goa| |s techno|og|ca||y p ||tre goa| |s techno|og|ca||y p ||tre goa| |s techno|og|ca||y p ||tre goa| |s techno|og|ca||y poss|b|e not just for subcompact cars but oss|b|e not just for subcompact cars but oss|b|e not just for subcompact cars but oss|b|e not just for subcompact cars but
a|so for compacts and m|ds|ze cars. a|so for compacts and m|ds|ze cars. a|so for compacts and m|ds|ze cars. a|so for compacts and m|ds|ze cars.
The future of the car w||| depend on |ts OO2 em|ss|ons. The em|ss|on ||m|ts set by the
E Oomm|ss|on w||| fa|| further. Greenpeace and other organ|sat|ons are demand|ng 80
grams/k||ometre for new cars by 2020. At a consumpt|on rate of about three ||tres of
d|ese| th|s f|gure |s ach|evab|e us|ng modest techn|ca| methods. By 2025 cars shou|d no
|onger be em|tt|ng more than about 60 grams/k||ometer OO2. Th|s equates to fue|
consumpt|on of 2.3 ||tres of d|ese| (2.6 ||tres of petro|}.

7
T|me for new cars: the new Go|f generat|on w||| be THE most |nf|uent|a| mass T|me for new cars: the new Go|f generat|on w||| be THE most |nf|uent|a| mass T|me for new cars: the new Go|f generat|on w||| be THE most |nf|uent|a| mass T|me for new cars: the new Go|f generat|on w||| be THE most |nf|uent|a| mass- -- -
produced automob||e on the market for the next ten years. produced automob||e on the market for the next ten years. produced automob||e on the market for the next ten years. produced automob||e on the market for the next ten years. A reduct|on of fue| A reduct|on of fue| A reduct|on of fue| A reduct|on of fue|
co co co consumpt|on by a few percentage po|nts |s not enough. Oonsumpt|on has to drop nsumpt|on by a few percentage po|nts |s not enough. Oonsumpt|on has to drop nsumpt|on by a few percentage po|nts |s not enough. Oonsumpt|on has to drop nsumpt|on by a few percentage po|nts |s not enough. Oonsumpt|on has to drop
drast|ca||y. drast|ca||y. drast|ca||y. drast|ca||y.

3 33 3. Why the Go|f? . Why the Go|f? . Why the Go|f? . Why the Go|f?
A three-||tre Go|f as a standard mode|? Techn|ca| advances have made |t poss|b|e. The
new Go|f vll must be a true three ||tre car because po||t|ca| progress on c||mate change
w||| be dec|ded |n the compact and/or the sma||er compact c|ass ('Go|f c|ass`}. Here
too, the key quest|on |s whether the f|eet va|ues perm|tted by the E Oomm|ss|on w|||
|ead the way.
The Go|f vll w||| come on to the market at the end of 2012. Th|s |s THE b|g event for vW
because the Go|f |s the company`s bread-and-butter car. Over the next ten years |t |s
||ke|y once aga|n to be the bestse|||ng automob||e - and not just |n Europe. The
carmakers from Wo|fsburg want |t to |ead the wor|d market.
lt |s expected that 10 m||||on w||| ro|| off the ||ne. W|th an average dr|v|ng d|stance and
average fue| eff|c|ency of f|ve ||tres per 100 km (about 120 g of OO2/k||ometre} they w|||
co||ect|ve|y em|t approx|mate|y 150 m||||on tonnes of OO2. At f|rst g|ance the d|fference
between 120g and 80g of OO2 em|ss|ons doesn't seem part|cu|ar|y |arge. But the
enormous number of cars trans|ates |nto enormous effects and around 50 m||||on
tonnes of OO2 cou|d be saved.

The three-||tre Go|f vll wou|d p|ay an exemp|ary ro|e for an ent|re generat|on of cars |n
the compact and sma||er compact c|ass. Moreover, |t w||| not on|y determ|ne the
quant|ty of fue| consumpt|on and em|ss|ons unt|| the next vers|on appears (somet|me
around 2020}, but |ts |mpact w||| |ast far |onger |n the used car market.
8

4 44 4. The background . The background . The background . The background
No one d|sputes the necess|ty for s|gn|f|cant reduct|on |n fue| consumpt|on by
passenger veh|c|es for both econom|c and eco|og|ca| reasons. But the German federa|
government, the automob||e |ndustry, automob||e c|ubs and env|ronmenta| groups have
qu|te d|fferent v|ews on what road to take to get there.
- For the German federa| government the so|ut|on ||es |n 'e|ectro-mob|||ty`. ln other
words, cars operat|ng on batter|es charged v|a the e|ectr|ca| gr|d. To ease the
trans|t|on, more fue| shou|d be produced from p|ant mater|a|.
- The automob||e |ndustry regards a||-e|ectr|c powered cars (p|ug-|n cars} as
mere|y a n|che market over the |ong term. They may not say that qu|te so d|rect|y
to the po||t|c|ans but |n the meant|me they're happy to take the|r subs|d|es. And,
by |nc|ud|ng E-cars as "zero em|ss|on cars" |t makes |t eas|er for them to meet
OO2 goa|s. They expect, however, that even |n the future the ||on's share of
veh|c|es w||| be powered by |nterna| combust|on eng|nes.
- For the automob||e c|ubs cheap|y operated veh|c|es are des|rab|e |n the |nterests
of the wa||ets of the|r members. ln the|r v|ew |t wou|d be even better, of course, |f
the state wou|d ensure cheap fue| and |ower crude o|| taxes. Otherw|se, these
groups tend to we|come anyth|ng that the automob||e |ndustry offers by way of
nove|ty.
- Env|ronmenta| groups tend not to share the enthus|asm for e|ectr|c veh|c|es.
Oombust|on eng|nes |n the|r v|ew may be obso|ete but because of the|r
dom|nance they offer the |argest potent|a| for po||ut|on reduct|on. Moreover, there
are |ncreas|ng eco|og|ca| concerns about p|ant-based fue|s.
Other fundamenta| |ssues |nc|ude:
How much more m|ght a fue|-eff|c|ent car cost? Must cars |n the future a|ways be
|arger, faster, safer and more comfortab|e? W||| fue| sav|ngs become so |mportant |n the
future that speed ||m|ts w||| have to be |mposed? What cond|t|ons can and w||| po||t|c|ans
set to ensure fue| sav|ngs are made?
A veh|c|e's eff|c|ency depends on the demands p|aced on |t and the behav|our of |ts
dr|ver. Or|t|ca| for fue| consumpt|on are the veh|c|e's we|ght and d|mens|ons, the s|ze of
the eng|ne (d|sp|acement and power output} and |ts gear reduct|on rat|os. These factors
|n turn are |nf|uenced pr|mar||y by the des|res of the purchaser and by |ega|
requ|rements (the Traff|c and veh|c|e Reg|strat|on Ord|nance - StvZO, for examp|e} w|th
respect to veh|cu|ar safety and em|ss|ons.
veh|cu|ar techn|ca| and |nd|v|dua| factors |nf|uence each other. Dr|vers w||| dr|ve faster
w|th certa|n cars and veh|c|e manufacturers w||| des|gn new mode|s accord|ng to what
they th|nk buyers want. vo|kswagen's successor mode|s w||| be |arger, stronger and
9
Th|s study w||| h|gh||ght the techn|ca| mod|f|cat|ons that can transform a Go|f |nto a Th|s study w||| h|gh||ght the techn|ca| mod|f|cat|ons that can transform a Go|f |nto a Th|s study w||| h|gh||ght the techn|ca| mod|f|cat|ons that can transform a Go|f |nto a Th|s study w||| h|gh||ght the techn|ca| mod|f|cat|ons that can transform a Go|f |nto a
true three ||tre car w|th |ess than 80 grams/k||ometre of OO2 em|ss|ons. true three ||tre car w|th |ess than 80 grams/k||ometre of OO2 em|ss|ons. true three ||tre car w|th |ess than 80 grams/k||ometre of OO2 em|ss|ons. true three ||tre car w|th |ess than 80 grams/k||ometre of OO2 em|ss|ons.
more comfortab|e and the|r fue| consumpt|on m|ght a|so drop s||ght|y. (See append|x: 'A
short h|story of the Go|f mode|s`}. However, up to now these |mprovements |n eff|c|ency
are cons|derab|y |ess |mpress|ve than |n other consumpt|on sectors, e.g. |ndustry and
househo|ds. On the other hand, the grow|ng s|ze of automob||e f|eets have cance||ed
out these spec|f|c |mprovements. A s|gn|f|cant step towards more eff|c|ency |s overdue.

5 55 5. Po|nt of departure: the best Go|f mode|s . Po|nt of departure: the best Go|f mode|s . Po|nt of departure: the best Go|f mode|s . Po|nt of departure: the best Go|f mode|s
We start w|th the most fue|-eff|c|ent mode|s - both petro| and d|ese| - ex|st|ng today.

The |dea |s to show the eff|c|enc|es that can be ach|eved through sens|b|e
|mprovements. ln so do|ng, we need to exam|ne the d|ese| and petro|-powered mode|s
separate|y because the energy content of a ||tre of d|ese| |s known to be about 13%
more than that of petro|. Thus, |n terms of energy and OO2 em|ss|ons, a three-||tre
d|ese| car corresponds to a 3.4-||tre petro|-powered one. The computat|ons are der|ved
from the current Go|f vl. We w||| f|rst d|scuss the poss|b|e steps that can turn the next
Go|f vll |nto a three ||tre car.

W|th respect to d|ese| eng|nes d|ese| eng|nes d|ese| eng|nes d|ese| eng|nes we start w|th the most fue|-eff|c|ent mode|:
- Go|f B|ueMot|on, 1.6 | d|sp|acement, TDl 77 kW (105 Hp}, f|ve-speed, DPF,
avg. consumpt|on: 3.8 ||tre/100km (c|ty: 4.7, h|ghway: 3.4} OO2 em|ss|ons: 99 g/km
curb we|ght 1,314 kg, max. gross we|ght 1,750 kg, w|th c|osed gr|||, t|nted g|ass ta||
||ghts, 15 m||||metre |ower sport suspens|on as we|| as d|st|nct|ve spo||ers and rocker
pane|s. W|th spec|a| undercarr|age and rear ax|e cover|ngs, fr|ct|on-opt|m|sed dr|ve
shaft assemb||es, |onger gear rat|os, |ower |d|e speeds, reduced ro|| res|stance tyres,
sh|ft prompts and a stop-start system.

W|th respect to petro| petro| petro| petro|- -- -powered powered powered powered vers|ons we start w|th the most fue|-eff|c|ent mode|:
- Go|f B|ueMot|on Techno|ogy, 1.2 | d|sp|acement TSl, 77 kW (105 Hp}, s|x-speed,
avg. consumpt|on: 5.2 |/100 km (c|ty 6.5, h|ghway: 4.5}, OO2 em|ss|ons: 121 g/km,
curb we|ght 1,234 kg, max. gross we|ght 1,750 kg.

D|ese| D|ese| D|ese| D|ese| Gaso||ne Gaso||ne Gaso||ne Gaso||ne
1.6 | d|sp|acement, TDl, B|ueMot|on 1.2 TSl B|ueMot|on Techno|ogy
77 kW (105 Hp} f|ve-speed, DPF 77 kW (105 PS} s|x-speed
Fue| consumpt|on comb|ned 3.8 |/100
km
Fue| consumpt|on comb|ned 5.2 |/100 km
10
Ourb we|ght 1,314 kg Ourb we|ght 1,234 kg

Top speed 190 km/h

Top speed 190 km/h

Acce|erat|on 0-100 km/h 11.5 sec. Acce|erat|on 0-100 km/h 10.5 sec.
OO OO OO OO2 22 2 em|ss|ons comb|ned 99 g/km em|ss|ons comb|ned 99 g/km em|ss|ons comb|ned 99 g/km em|ss|ons comb|ned 99 g/km OO2 OO2 OO2 OO2 em|ss|ons comb|ned 121 g/km em|ss|ons comb|ned 121 g/km em|ss|ons comb|ned 121 g/km em|ss|ons comb|ned 121 g/km
Exter|or d|mens|ons: |ength x w|dth x
he|ght: 4199 mm x 1786 mm (w|th
m|rrors 2,048mm} x 1512mm
Exter|or d|mens|ons: |ength x w|dth x he|ght:
4199 mm x 1786mm (w|th m|rrors 2048
mm} x 1512 mm

6 66 6. Four steps to a three . Four steps to a three . Four steps to a three . Four steps to a three- -- -||tre Go|f ||tre Go|f ||tre Go|f ||tre Go|f
________________________________________________________________

A|| the components of a passenger car mode| must be opt|m|sed to reduce |ts spec|f|c
energy consumpt|on. System|ca||y, we d|v|de these |nto two areas:
1. Area: energy requ|rements 1. Area: energy requ|rements 1. Area: energy requ|rements 1. Area: energy requ|rements - -- - veh|c|e mod|f|cat|ons veh|c|e mod|f|cat|ons veh|c|e mod|f|cat|ons veh|c|e mod|f|cat|ons
The energy needed to move the veh|c|e: how much power must the power tra|n
prov|de and for how |ong to keep the car |n mot|on?

For the new Go|f vll we assume For the new Go|f vll we assume For the new Go|f vll we assume For the new Go|f vll we assume - -- - bes|des the goa| of |mproved fue| eff|c|ency bes|des the goa| of |mproved fue| eff|c|ency bes|des the goa| of |mproved fue| eff|c|ency bes|des the goa| of |mproved fue| eff|c|ency - -- - that that that that
the hand||ng qua||t|es for the dr|ver w||| rema|n unchanged. the hand||ng qua||t|es for the dr|ver w||| rema|n unchanged. the hand||ng qua||t|es for the dr|ver w||| rema|n unchanged. the hand||ng qua||t|es for the dr|ver w||| rema|n unchanged.
11

2. System: eff|c|ency 2. System: eff|c|ency 2. System: eff|c|ency 2. System: eff|c|ency - -- - (changes to the (changes to the (changes to the (changes to the power tra|n} power tra|n} power tra|n} power tra|n}
Power tra|n eff|c|ency: how much fue| must be burned to produce the requ|red
mechan|ca| energy for propu|s|on?

To compute the consumpt|on reduct|on potent|a| of the Go|f vll we must f|rst (step 1}
express the energy requ|red to move the veh|c|e |n a s|mu|at|ons formu|a. Step 2
|nvo|ves changes to the motor to |ncrease the eff|c|ency of the power p|ant. ln step one
the changes for both d|ese| and petro|-powered eng|nes are pract|ca||y |dent|ca|. ln step
two, however, we must proceed d|fferent|y.

6 66 6.1 Energy requ|red to prope| the veh|c|e .1 Energy requ|red to prope| the veh|c|e .1 Energy requ|red to prope| the veh|c|e .1 Energy requ|red to prope| the veh|c|e
For what k|nd of veh|cu|ar mot|on must mechan|ca| energy be prov|ded w|th|n the
prescr|bed New European Dr|v|ng Oyc|e (NEDO}?
The cyc|e conta|ns the fo||ow|ng phases:
- Stat|onary veh|c|e (the eng|ne |s off or |d||ng}
- Acce|erat|on
- constant speed
- dece|erat|on (e.g. w|th brakes}

12

ln modern des|gns the eng|ne of a veh|c|e at rest shuts |tse|f off and saves |d||ng fue|.
G|ven the start-stop system used by both reference mode|s (d|ese| B|ueMot|on and
gaso||ne B|uMot|onTechno|ogy} and the|r reduced |d|e speeds we can |gnore th|s
port|on of the consumpt|on. (For the record, the NEFZ f|gures ca|cu|ate about 0.35
||tres/100 k||ometres}.
The mechan|ca| energy needed to acce|erate and ma|nta|n a constant speed d|ffers
depend|ng upon the range of speeds w|th|n the cyc||c phase. The e|ements of
acce|erat|on vary. They |nc|ude e.g. acce|erat|ons from zero to 20, from zero to 50 or
from 70 to 120 kph. Ma|nta|n|ng constant speed, for examp|e, |s computed for short
|nterva|s at 30, 50, 70, 90 and 120 kph. The necessary propu|s|on energy for each
segment or |nterva| |s computed separate|y and then tota||ed.
Dur|ng dece|erat|on phases no energy |s added. (On the contrary: |n dece|erat|on
phases energy can be generated; we w||| d|scuss th|s recapture |ater on.}

6.2 6.2 6.2 6.2 Excursus: the European dr|v|ng cyc Excursus: the European dr|v|ng cyc Excursus: the European dr|v|ng cyc Excursus: the European dr|v|ng cyc|e |e |e |e - -- - bas|s for consumpt|on data bas|s for consumpt|on data bas|s for consumpt|on data bas|s for consumpt|on data
The reg|strat|on requ|rements of
Germany's Traff|c and veh|cu|ar
Reg|strat|on Ord|nance are |dent|ca|
to the E gu|de||nes. W|th respect
to fue| consumpt|on and po||ut|on
em|ss|ons they are based on dr|ver
behav|our descr|bed |n the NEDO -
New European Dr|v|ng Oyc|e. Most
of the consumpt|on f|gures
measured |n the NEDO ||e
cons|derab|y be|ow the va|ues for
average consumpt|on |n rea| ||fe
s|tuat|ons. The test cyc|e does not
descr|be actua| traff|c behav|our. For
examp|e, |n norma| ||fe, peop|e brake more strong|y and dr|ve faster. The cyc||ca| va|ues
overa|| prov|de decept|ve|y |ow consumpt|on f|gures. The d|screpancy |s espec|a||y |arge
|n the case of new test cond|t|ons for hybr|d veh|c|es w|th dr|v|ng |nterva|s us|ng e|ectr|c
motors.
Desp|te the d|ff|cu|t|es |n us|ng the NEFZ, our study must a|so use these test|ng
parameters when d|scuss|ng sav|ngs potent|a|s. The |nd|v|dua| e|ements of the dr|v|ng
cyc|e must be v|ewed separate|y for fue| consumpt|on and sav|ngs potent|a|s. One must
f|rst d|fferent|ate between the |nner-c|ty traff|c |nterva|s (about 4 km |n c|ty traff|c |ast|ng
a tota| of 780 seconds at a range of speeds up to 50 kph |nterrupted by severa|
s|mu|ated wa|ts at traff|c s|gna|s}, and the subsequent phase |nvo|v|ng about 7 km of
dr|v|ng outs|de bu||t-up areas |ast|ng about 400 seconds at (sequent|a|} speeds of 70,
NEDC (New European Driving Cycle)
0
20
40
60
80
100
120
140
0 100 200 300 400 500 600 700 800 900 1000 1100
seconds
kph
13

50, 100 and f|na||y 120 kph. The consumpt|on f|gures measured for the |nner-c|ty traff|c
segment (a} and the segment outs|de urban areas (b} are added together to come up
w|th a tota| consumpt|on f|gure.
Source : Greenpeace presentat|on of data |||ustrat|ng Ru|e No. 101 of the N/EOE pub||shed |n the off|c|a| gazette of the European
n|on dated 19.6.2007

Some comments concern|ng the phases:

- veh|cu|ar mass veh|cu|ar mass veh|cu|ar mass veh|cu|ar mass d|rect|y determ|nes energy consumpt|on |n the acce|erat|on phases acce|erat|on phases acce|erat|on phases acce|erat|on phases:
the heav|er the car, the more energy must be used for acce|erat|on. The 1,500 kg
we|ght used marks the upper end of the Go|f vl we|ght spectrum. For mode|s w|th
|ntermed|ate equ|pment and eng|nes, one can assume we|ghts of 1,300 to 1,350
Kg. A reduct|on of energy requ|rements by about 23 % wou|d requ|re a reduct|on |n
curb we|ght to between 850 and 900 k||ograms.
- ln the constant speed phases constant speed phases constant speed phases constant speed phases ro|| res|stance ro|| res|stance ro|| res|stance ro|| res|stance (at |ower speeds} and a|r res|stance
(from about 50 km/h on up} are the most |mportant factors. Ro|| res|stance |s
computed as the product of the spec|f|c ro|| res|stance of the tyres (cr} and veh|cu|ar
mass. Genera||y speak|ng, res|stance f|gures for tyres |n the past were a|ways
gett|ng |ower but, on the other hand, the trend to w|der tyres |s unfavourab|e. ln
genera|, narrower tyres offer |ess ro|| res|stance. They a|so he|p reduce a|r
res|stance. ln today's tyre market, ro|| res|stance can vary between 0.008 and
0.012. Ohoos|ng the best (easy runn|ng} tyres |nstead of the worst |dent|f|ed |n th|s
study (there are st||| worse examp|es out there} wou|d produce a 12 % drop |n
needed energy. However, because manufacturers post the|r off|c|a| measurements
based on re|at|ve|y good tyres, the potent|a| for sav|ngs here wou|d be |ower (from
about 0.011 to 0.008}.
- The a|r res|stance a|r res|stance a|r res|stance a|r res|stance of the veh|c|e |s der|ved from the spec|f|c 'a|r res|stance
coeff|c|ent` that descr|bes how we|| a body |s des|gned to 'cut through` the a|r and
the fronta| surface area (w|dth x he|ght} of the passenger car. Thus, a very good cW
a|one w||| not be enough |f the fronta| surface area gets |arger.
- The |ength of the veh|c|e does not d|rect|y affect a|r res|stance but |t does do so
|nd|rect|y: the a|r res|stance coeff|c|ent cW drops for |onger veh|c|es ('|ength runs`}.
That shortness produces unfavourab|e automob||e cW va|ues wh|ch can a|so be
seen |n the poor cW va|ues for the Smart car. A reduct|on of the cW va|ue from, for
examp|e, 0.35 to 0.29 cou|d reduce dr|v|ng cyc|e requ|rements by about 10 %; and
|f, for examp|e, you were to reduce the front surface area (veh|c|e w|dth t|mes he|ght}
from 2.6 to 2.2 m the energy needed wou|d drop by about 7 %. lf you assume the
|mprovements descr|bed above |n a|r res|stance (0.35 to 0.29}, |n fronta| surface
area (2.2 |nstead of 2.6 m} and ro|| res|stance (from 0.011 to 0.008} then the energy
requ|red drops by about 35 % (from about 13.5 kWh per 100 k||ometres to 8.8 kWh
per 100 k||ometres}.

14

Th|s german graph dramat|ca||y
|||ustrates the effects of a|r res|stance
(b|ue} |n part|cu|ar as speed |ncreases.
(green: ro|| res|stance}

ln the dece|erat|on phases, |.e. when
brak|ng, the energy produced for the
acce|erat|on phases |s |ost. lf |t were
poss|b|e to store a|| that energy and use
|t for dr|v|ng, the energy requ|red for the
dr|v|ng cyc|e cou|d be computed so|e|y
from the amount of propu|s|on energy
consumed to ma|nta|n constant speed. However, recaptur|ng 100% |s not poss|b|e; at
most around 50 or 60% |s feas|b|e. But even then one wou|d get be|ow 2 ||tres per 100
km. What m|ght brak|ng energy recapture |ook ||ke? Hybr|d veh|c|es prov|de some
pract|ca| examp|es. What |s needed |s a "||ght" hybr|d w|th somewhat |arger (and
unfortunate|y heav|er} batter|es and the capac|ty to sw|tch on an e|ectr|c motor dur|ng
acce|erat|on phases |n order to tap the energy stored from brak|ng.

6.3 6.3 6.3 6.3 The f|rst step: |ess we|ght The f|rst step: |ess we|ght The f|rst step: |ess we|ght The f|rst step: |ess we|ght
Here, matters have been go|ng |n the wrong d|rect|on for decades: the Go|f has grown
heav|er and heav|er. What are the poss|b|||t|es for mak|ng the go|f vl mode|s ||ghter? The
techn|ca| ||terature prov|des the fo||ow|ng we|ght a||ocat|ons/d|str|but|ons:
- 35 % to the chass|s (of wh|ch 58 % raw body she||, 25 % add-on parts, 19 %
g|asswork, etc.}
- 22 % to the dr|ve tra|n (of wh|ch 50 % for the eng|ne, 17 % for the transm|ss|on}
- 20 % to the suspens|on (of wh|ch 36 % hor|zonta| and vert|ca| mov|ng parts, 32 %
whee|s/tyres, 20 % brakes}
- 16 % to the |nter|or (of wh|ch 36 % seats, 30 % |nter|or tr|m}
- 7 % to m|sce||aneous |tems
Thus there are three 'adjust|ng screws` for reduc|ng the energy needed for Thus there are three 'adjust|ng screws` for reduc|ng the energy needed for Thus there are three 'adjust|ng screws` for reduc|ng the energy needed for Thus there are three 'adjust|ng screws` for reduc|ng the energy needed for
propu|s|on: propu|s|on: propu|s|on: propu|s|on:
a. veh|cu|ar mass, a. veh|cu|ar mass, a. veh|cu|ar mass, a. veh|cu|ar mass,
b. ro|| res|stance, and b. ro|| res|stance, and b. ro|| res|stance, and b. ro|| res|stance, and
c. a|r res|stance. c. a|r res|stance. c. a|r res|stance. c. a|r res|stance.
15

We w||| concentrate on the pr|mary mass|ve parts: the raw body she||, dr|ve tra|n and
suspens|on. ln the case of the Go|f vl the raw body she|| we|ghs about 440 kg and
w|thout mov|ng parts ||ke doors and the hood: about 300 kg. Accord|ng to the resu|ts of
the E`s 2008 Super|lGHT Oar project, wh|ch used a Go|f c|ass car as |ts subject
matter and |n wh|ch the vW headquarters part|c|pated, the stat|c raw body she|| - wh||e
ma|nta|n|ng |ts safety |eve|s |n crash tests (head-on co|||s|on, s|de and rear end
co|||s|ons} - cou|d be made 115 kg ||ghter. lt was est|mated that do|ng so wou|d add
approx|mate|y 10E per kg to the cost.

Another 65 kg cou|d be saved by us|ng ||ghter add-on parts (eng|ne and trunk ||ds,
doors and ||ght sheet g|ass}. (Th|s |s |mp||ed by the sav|ngs ach|eved on the mod|f|ed
vW |upo 3-||tre w|th 52 kg |ess we|ght for parts added on to the chass|s |nc|ud|ng, e.g.
a|um|num doors, a|um|num magnes|um trunk ||d, add-on parts, th|nner p|ate g|ass,
we|ght-opt|m|sed undercarr|age protect|on.} At that t|me the raw body she|| was not
mod|f|ed for cost and safety reasons. Trans|at|ng the f|nd|ngs from the |upo to the
|arger Go|f vl |eads to a sav|ngs potent|a| of 65 kg. Th|s reduces the we|ght of the who|e
raw body she|| to 180 kg.

A study done by RWTH Aachen |n 2011 ca|cu|ated that th|s reduct|on |n mass makes a
"secondary we|ght reduct|on" poss|b|e that a||ows a further 45 kg |ess we|ght |n other
|mportant components for every 100 kg of |ower veh|cu|ar we|ght.

Th|s |s poss|b|e because, for examp|e, the ||ghter veh|c|e requ|res somewhat |ess
brak|ng surface, whee| suspens|ons do not have to be so strong|y d|mens|oned, the
same acce|erat|on va|ues can be ach|eved w|th |ess cy||nder d|sp|acement. The eng|ne
and suspens|on, the tyres and petro| tank, battery etc. of ||ghter cars have to transfer
|ess power and w|thstand |ess torque. Th|s a||ows a we|ght reduct|on sp|ra| to be set |n
mot|on.

Secondary we|ght reduct|on for eng|nes, suspens|ons etc. based on the assumed 180
kg |ower we|ght cou|d add up to another 50 to 70 kg. Another area of reduct|on wou|d
affect the |nter|or tr|m (seats etc.}. Both these reduct|ons shou|d not be separate|y
quant|f|ed here. They can |ncrease the econom|ca||y ava||ab|e reduct|on potent|a| to - an
est|mated - 220 kg. We w||| cont|nue to use a we|ght reduct|on of 180 kg as a
conservat|ve va|ue for the new Go|f vll compared w|th the correspond|ng vers|ons of the
Go|f vl. (Oomment: that wou|d br|ng the curb we|ght of the Go|f vll to the |eve| of the
ear||er Go|f lv. ln |nterv|ews g|ven |n recent months, vW representat|ves have |dent|f|ed
that as a goa|}.

16
App|y|ng th|s to both go|f vl reference mode|s (d|ese| 1.6 TDl B|ue Mot|on (BM} and
petro|-powered 1.2 TSl B|ue Mot|on Techno|ogy (BMT} resu|ts |n the fo||ow|ng
|mprovements:

- Go|f vll d|ese| BM: curb we|ght |owered from 1,314 kg to 1,134 kg, wh|ch Go|f vll d|ese| BM: curb we|ght |owered from 1,314 kg to 1,134 kg, wh|ch Go|f vll d|ese| BM: curb we|ght |owered from 1,314 kg to 1,134 kg, wh|ch Go|f vll d|ese| BM: curb we|ght |owered from 1,314 kg to 1,134 kg, wh|ch
reduces needed propu|s|on energy (and thus both consumpt|on reduces needed propu|s|on energy (and thus both consumpt|on reduces needed propu|s|on energy (and thus both consumpt|on reduces needed propu|s|on energy (and thus both consumpt|on and OO2 and OO2 and OO2 and OO2
em|ss|ons} by about 9 % compared w|th the Go|f vl. em|ss|ons} by about 9 % compared w|th the Go|f vl. em|ss|ons} by about 9 % compared w|th the Go|f vl. em|ss|ons} by about 9 % compared w|th the Go|f vl.
- Go|f vll gaso||ne vers|on BMT: curb we|gh |owered from 1,234 kg to 1,054 kg, Go|f vll gaso||ne vers|on BMT: curb we|gh |owered from 1,234 kg to 1,054 kg, Go|f vll gaso||ne vers|on BMT: curb we|gh |owered from 1,234 kg to 1,054 kg, Go|f vll gaso||ne vers|on BMT: curb we|gh |owered from 1,234 kg to 1,054 kg,
wh|ch reduces needed energy (and thus both consumpt|on and OO2 wh|ch reduces needed energy (and thus both consumpt|on and OO2 wh|ch reduces needed energy (and thus both consumpt|on and OO2 wh|ch reduces needed energy (and thus both consumpt|on and OO2
em|ss|ons} by about 9 % compared w|th the Go|f vl. em|ss|ons} by about 9 % compared w|th the Go|f vl. em|ss|ons} by about 9 % compared w|th the Go|f vl. em|ss|ons} by about 9 % compared w|th the Go|f vl.

6.4 6.4 6.4 6.4 The second step: |ess ro|| res|stance The second step: |ess ro|| res|stance The second step: |ess ro|| res|stance The second step: |ess ro|| res|stance
ln the second set of computat|ons we assumed a curb we|ght reduced by 180 kg each.
The propu|s|on power needed for mot|on |s computed as the product of veh|cu|ar mass
and the ro|| res|stance coeff|c|ent or cr. For a g|ven veh|cu|ar we|ght th|s w||| be
determ|ned by the qua||t|es of the tyres. These tyre qua||t|es are |nf|uenced |n part|cu|ar
by tyre pressure, tyre d|ameter, tyre w|dth, tyre construct|on and tyre tread. The h|gher
the a|r pressure - as w||| be fam|||ar to cyc||sts - the eas|er the whee| ro||s. For |ts
B|ueMot|on mode|s vW prescr|bes a|r pressure at about 0.3 bar h|gher.
The d|mens|on|ess [-| coeff|c|ent cr |s def|ned as the quot|ent from ro|| res|stance force
(N} and tyre |oad. ln the pub||shed data for modern tyres
(http://www.recodrive.eu/docs/35/03pkw-reifenliste.pdf} the spec|f|c res|stance |s g|ven as
a percentage - a norma| va|ue of 1% therefore corresponds to cr = 0.01. The E's tyre
|dent|f|cat|on ord|nance 1222/2009 prescr|bes the c|ass|f|cat|on of the cr va|ues
between <6.5 (Oategory A} and >12.1 kg/t (Oategory G}; accord|ng to the other factors
g|ven, th|s corresponds to cr va|ues between 0.65 % and 1.21 % or 0.0065 and 0,0121
[-|. (Oomment: Add|t|ona| |mprovement potent|a| can be found |n the h|gher and
narrower tyres des|gned to date for e|ectr|c autos w|th d|ameters |arger than 60 cm}.
After the 2012 |dent|f|cat|on gu|de||nes went |nto effect, renowned tyre manufacturers
announced that they had a|ready des|gned mode|s that qua||f|ed for ro|| res|stance
Oategory A. lt |s noteworthy that |n so do|ng they a|so ach|eved the 'A` |dent|f|cat|on
status app||cab|e to brakes.

For the energy-eff|c|ent Go|f vll we caut|ous|y assume an |mproved tyre cr va|ue
rang|ng from 0.01 (for the Go|f vl reference mode|s} to 0.007. The fo||ow|ng
|mprovements resu|t:
- Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2 Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2 Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2 Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2
em em em em|ss|ons} about 17 % |ower than for the Go|f vl. |ss|ons} about 17 % |ower than for the Go|f vl. |ss|ons} about 17 % |ower than for the Go|f vl. |ss|ons} about 17 % |ower than for the Go|f vl.
- Petro| Petro| Petro| Petro|- -- -powered BMT: propu|s|on energy needed (and thus consumpt|on and powered BMT: propu|s|on energy needed (and thus consumpt|on and powered BMT: propu|s|on energy needed (and thus consumpt|on and powered BMT: propu|s|on energy needed (and thus consumpt|on and
OO2 em|ss|ons} about 17 % |ower than for the Go|f vl. OO2 em|ss|ons} about 17 % |ower than for the Go|f vl. OO2 em|ss|ons} about 17 % |ower than for the Go|f vl. OO2 em|ss|ons} about 17 % |ower than for the Go|f vl.
17
Th|s resu|ts |n the fo||ow|ng |mprovements |n propu|s|on energy requ|rements:
- Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2 Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2 Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2 Go|f vll d|ese| BM: propu|s|on energy needed (and thus consumpt|on and OO2
em|s em|s em|s em|ss|ons} about 22 % |ower than for the Go|f vl d|ese| BM. s|ons} about 22 % |ower than for the Go|f vl d|ese| BM. s|ons} about 22 % |ower than for the Go|f vl d|ese| BM. s|ons} about 22 % |ower than for the Go|f vl d|ese| BM.
- Petro| Petro| Petro| Petro|- -- -powered BMT: propu|s|on energy needed (and thus consumpt|on and powered BMT: propu|s|on energy needed (and thus consumpt|on and powered BMT: propu|s|on energy needed (and thus consumpt|on and powered BMT: propu|s|on energy needed (and thus consumpt|on and
OO2 em|ss|ons} about 22 % |ower than for the Go|f vl gaso||ne powered BMT. OO2 em|ss|ons} about 22 % |ower than for the Go|f vl gaso||ne powered BMT. OO2 em|ss|ons} about 22 % |ower than for the Go|f vl gaso||ne powered BMT. OO2 em|ss|ons} about 22 % |ower than for the Go|f vl gaso||ne powered BMT.

W|thout any further mod|f|cat|ons to the dr|ve tra|n (|n part|cu|ar the eng|ne and
transm|ss|on} |mprovements |n the part|cu|ar we|ght, ro|| res|stance and a|r
res|stance can ach|eve the fo||ow|ng reduct|on |n fue| consumpt|on and OO2
em|ss|ons:

- Go|f vll d|ese| BM: fue| consumpt|on reduced from 3.8 to about 3.0 |/100 km Go|f vll d|ese| BM: fue| consumpt|on reduced from 3.8 to about 3.0 |/100 km Go|f vll d|ese| BM: fue| consumpt|on reduced from 3.8 to about 3.0 |/100 km Go|f vll d|ese| BM: fue| consumpt|on reduced from 3.8 to about 3.0 |/100 km
and OO2 em|ss|ons |owered from 99 to about 78 g/km. and OO2 em|ss|ons |owered from 99 to about 78 g/km. and OO2 em|ss|ons |owered from 99 to about 78 g/km. and OO2 em|ss|ons |owered from 99 to about 78 g/km.
- Petro| Petro| Petro| Petro|- -- -powered BMT: fue| consumpt|on reduced from 5.2 to about 4.0 |/100 powered BMT: fue| consumpt|on reduced from 5.2 to about 4.0 |/100 powered BMT: fue| consumpt|on reduced from 5.2 to about 4.0 |/100 powered BMT: fue| consumpt|on reduced from 5.2 to about 4.0 |/100 km km km km
and OO2 em|ss|ons |owered from 121 to about 94 g/km. and OO2 em|ss|ons |owered from 121 to about 94 g/km. and OO2 em|ss|ons |owered from 121 to about 94 g/km. and OO2 em|ss|ons |owered from 121 to about 94 g/km.

6.5 6.5 6.5 6.5 The th|rd step: |ess a|r res|stance The th|rd step: |ess a|r res|stance The th|rd step: |ess a|r res|stance The th|rd step: |ess a|r res|stance
For the step from the Go|f vl to the Go|f vll we assume that the front end or cross-
sect|on surface area rema|ns unchanged at 2.2 m. As the Go|f has deve|oped, |ts
front-end area has grown stead||y |arger, pr|mar||y through greater w|dth. lmproved a|r
res|stance resu|ted from the fact that - w|th the except|on of deve|opments from the
Go|f v to the Go|f vl - the cars got ever |onger. For cars, ||ke boats, the ru|e that '|ength
runs` a|so app||es to a|r stream||n|ng.
But what potent|a| ||es |n the spec|f|c a|r res|stance coeff|c|ent cw? The cw va|ue of the
Go|f vl B|ueMot|on compared w|th the other mode|s was |mproved from 0.3 to 0.29 by
mod|f|cat|ons to th|ngs ||ke the rad|ator gr||| and undercarr|age. Aerodynam|c
|mprovements are genera||y cost-eff|c|ent but on the other hand the European Test
Oyc|e w|th |ts average speed of 32 km/h g|ves a|r res|stance va|ues for fue| consumpt|on
that are cons|derab|y |ower than |n actua| dr|v|ng where a m|d-range speed of 80 km/h
ought to be assumed.
The profess|ona| ||terature c|tes |mprovements rang|ng up to about 0.2 wh||e ma|nta|n|ng
the front-end surface area / |ength rat|o; for s||mmer cars ||ke one-||tre veh|c|es, |ess than
0.16 |s ach|eved. For the com|ng Go|f generat|on we conservat|ve|y assume an a|r
res|stance coeff|c|ent cw of 0.25 for the d|ese| (now 0.29} and 0.26 for the petro|-
powered vers|on (now 0.31}. The somewhat |ower va|ue for the d|ese| |s because |ower
|eve|s of heat wasted |n the d|ese| combust|on process requ|res |ess coo||ng a|r |n-f|ow.
Desp|te the somewhat d|fferent |n|t|a| assumpt|ons and |mprovements w|th respect to
parameters for we|ght, ro|| and a|r res|stance, both reference mode|s produce a 22%
reduct|on |n the energy requ|red for mot|on dur|ng the dr|v|ng cyc|e.

18
What mod|f|cat|ons to |mprove eff|c|ency can we now undertake for both eng|nes?
The fo||ow|ng |n part|cu|ar suggest themse|ves: The fo||ow|ng |n part|cu|ar suggest themse|ves: The fo||ow|ng |n part|cu|ar suggest themse|ves: The fo||ow|ng |n part|cu|ar suggest themse|ves:
(A} reduct|on |n fr|ct|on and other energy |oss w|th|n the eng|ne (A} reduct|on |n fr|ct|on and other energy |oss w|th|n the eng|ne (A} reduct|on |n fr|ct|on and other energy |oss w|th|n the eng|ne (A} reduct|on |n fr|ct|on and other energy |oss w|th|n the eng|ne- -- -transm|ss|on transm|ss|on transm|ss|on transm|ss|on
system, system, system, system,
(B} |ncrease |n combust|on eff|c|ency |n the cy||nders, and (B} |ncrease |n combust|on eff|c|ency |n the cy||nders, and (B} |ncrease |n combust|on eff|c|ency |n the cy||nders, and (B} |ncrease |n combust|on eff|c|ency |n the cy||nders, and
(O} hybr|d|sat|on, |.e. add|ng an aux|||ary e|ectr|c motor. (O} hybr|d|sat|on, |.e. add|ng an aux|||ary e|ectr|c motor. (O} hybr|d|sat|on, |.e. add|ng an aux|||ary e|ectr|c motor. (O} hybr|d|sat|on, |.e. add|ng an aux|||ary e|ectr|c motor.

6.6 6.6 6.6 6.6 Eff|c|ency |mprovements |n the area of dr|ve tra|n effect|veness Eff|c|ency |mprovements |n the area of dr|ve tra|n effect|veness Eff|c|ency |mprovements |n the area of dr|ve tra|n effect|veness Eff|c|ency |mprovements |n the area of dr|ve tra|n effect|veness

As |s the case for the ent|re car the prem|se app||es that, |n est|mat|ng the poss|b|||t|es
for reduc|ng fue| consumpt|on and OO2 em|ss|ons |n the dr|ve tra|n, no reduct|ons |n
funct|ona| ut|||ty may be demanded. ||ke the d|scuss|on above on we|ght, we may use
the mode| f|gures computed by vW from |ts part|c|pat|on |n pub||c|y subs|d|sed projects
for the fo||ow|ng d|scuss|on of the dr|ve tra|n.
The European dr|v|ng cyc|e demands on|y a sma|| part of ava||ab|e power and torque be
used for measurements of consumpt|on and exhaust va|ues. To se|| a Go|f vl w|th at
|east 77 kW of eng|ne power vW purports to guarantee that |ess than 11.5 seconds |s
needed to acce|erate from zero to 100 Kph. lf one were sat|sf|ed w|th 15 seconds, a
max|mum eng|ne power of about 58 kW (|nstead of 77 kW} wou|d suff|ce.
Energy requ|rements and eng|ne power needed for acce|erat|on vary |n d|rect proport|on
to the veh|cu|ar mass. By reduc|ng we|ght by about 180 kg, an eng|ne w|th a max|mum
power of about 65 kW wou|d suff|ce for the 11.5 second acce|erat|on performance
prev|ous|y ach|eved w|th 77 kW.
The 77 kW max|mum power |s a|so |mportant for the acce|erat|on capac|ty and top
speed of the Go|f`s s|x reference mode|s. W|th the we|ght reduct|on descr|bed above a
comparab|e acce|erat|on performance can be ach|eved w|th about 10 kW |ess power
(68 kW a set of 77 kW} w|th a correspond|ng|y sma||er eng|ne cy||nder d|sp|acement. lf
one takes |nto cons|derat|on the |mprovements |n cr va|ues and cw va|ues, then |ess
than 65 kW w||| suff|ce. (Governors wou|d have to be used to prevent exceed|ng
today's max|mum 190 kph speed for the Go|f s|x}.
Ana|ogous motor|zat|on wou|d suggest a 1.4 ||tre eng|ne for the Go|f vll d|ese| and a 1.0
||tre eng|ne for the gaso||ne-powered vers|on; both w|th 65 kW.

19
Th|s produces the fo||ow|ng |mprovements:
- Go|f vll d|ese| BM: further |ower|ng of fue| consumpt|on from 3.0 |/100km to Go|f vll d|ese| BM: further |ower|ng of fue| consumpt|on from 3.0 |/100km to Go|f vll d|ese| BM: further |ower|ng of fue| consumpt|on from 3.0 |/100km to Go|f vll d|ese| BM: further |ower|ng of fue| consumpt|on from 3.0 |/100km to
2.9 |/100km and a drop |n OO2 em|ss|ons from 77 to about 75 g/km. 2.9 |/100km and a drop |n OO2 em|ss|ons from 77 to about 75 g/km. 2.9 |/100km and a drop |n OO2 em|ss|ons from 77 to about 75 g/km. 2.9 |/100km and a drop |n OO2 em|ss|ons from 77 to about 75 g/km.
- Petro| Petro| Petro| Petro|- -- -powered BMT: |ower|ng of fue| consumpt|on from 4.0 |/100km to powered BMT: |ower|ng of fue| consumpt|on from 4.0 |/100km to powered BMT: |ower|ng of fue| consumpt|on from 4.0 |/100km to powered BMT: |ower|ng of fue| consumpt|on from 4.0 |/100km to
about 3.8 |/100km and a drop |n OO2 em|ss about 3.8 |/100km and a drop |n OO2 em|ss about 3.8 |/100km and a drop |n OO2 em|ss about 3.8 |/100km and a drop |n OO2 em|ss|ons from 94 to r|ght about 90 |ons from 94 to r|ght about 90 |ons from 94 to r|ght about 90 |ons from 94 to r|ght about 90
g/km. g/km. g/km. g/km.

6.7 6.7 6.7 6.7 The fourth step: more eff|c|ent eng|nes The fourth step: more eff|c|ent eng|nes The fourth step: more eff|c|ent eng|nes The fourth step: more eff|c|ent eng|nes
Ooncern|ng |tem (A}: fr|ct|on and other energy |oss Ooncern|ng |tem (A}: fr|ct|on and other energy |oss Ooncern|ng |tem (A}: fr|ct|on and other energy |oss Ooncern|ng |tem (A}: fr|ct|on and other energy |oss
|ow-v|scos|ty o||s for eng|nes and transm|ss|ons are most effect|ve dur|ng the f|rst
m|nutes of operat|on after start|ng the dr|v|ng cyc|e. Accord|ng to lfeu et a|.
(http://www.ifeu.de/energie/pdf/NKI_Endbericht_2011.pdf}, 3 % sav|ngs can be ach|eved
over convent|ona| eng|ne o||s. lt |s unc|ear how h|gh the cyc||c sav|ngs m|ght be for, say,
a 0W-40 c|ass o|| over the 5W-30 c|ass o|| now recommended and/or used by vW. No
data on thr|fty transm|ss|on o||s are not ava||ab|e.
Other |mprovements m|ght be ach|evab|e us|ng better mater|a|s and opt|m|sed
adjustment to the fr|ct|on contact surfaces; see the s|ogan: 'fr|ct|on-opt|m|sed dr|ve
shaft assemb|y" for d|ese| B|ueMot|on and gaso||ne BMT mode|s. Th|s cou|d |og|ca||y
|nc|ude |n the eng|ne and |n the power p|ant (from p|ston fr|ct|on over a|| stages to the
dr|ve shaft} and |n a|| assemb||es connected to |t. The|r sav|ngs potent|a| ||es to a greater
extent |n mechan|ca||y decoup||ng them from the combust|on eng|ne and sh|ft|ng them
to the e|ectr|ca| power p|ant. Examp|es of th|s are rad|ator coo||ng fans, the sh|ft of a||
c|rcu|at|on pumps on the motor and transm|ss|on to e|ectr|ca| operat|on, the steer|ng
co|umn (not |nc|uded the NEFZ measurement cyc|e}, brakes and many others. The
hydrau||c and some |ntake vacuum pressure-powered aux|||ary systems can be
powered by the battery. Wh|ch natura||y makes sense |f these are charged (a} e|ther by
'free energy` from recuperat|on dur|ng dece|erat|on or (b} by 'consumpt|on-fr|end|y`
opt|ma||y eff|c|ent operat|ng cond|t|ons.
B|ueMot|on a|ready part|a||y uses recuperat|on and decoup||ng of aux|||ary systems from
the combust|on motor under certa|n cond|t|ons. The rema|n|ng potent|a| for the two
types of eng|ne can be assumed at 3 % (d|ese|} to 5 % (gaso||ne}.

Ooncern|ng |tem (B}: combust|on eff|c|ency Ooncern|ng |tem (B}: combust|on eff|c|ency Ooncern|ng |tem (B}: combust|on eff|c|ency Ooncern|ng |tem (B}: combust|on eff|c|ency
To operate the petro|-powered eng|ne over the |argest poss|b|e segments of the NEFZ
at a h|gh eff|c|ency |eve|, |t must be operated under a heav|er |oad, |.e. at a h|gh
compress|on rat|o. Because the power requ|rements |n part|cu|ar dur|ng the f|rst
segment of the cyc|e |ntended to ref|ect |nner-c|ty dr|v|ng are |ow, on|y sma||
d|sp|acement eng|nes w|th a heavy |oad can be operated - otherw|se one has too much
mechan|ca| energy. (Another poss|b|||ty for sav|ng excess energy |s dea|t w|th under
|tem (O} hybr|d motors}.
20
The runn|ng tota|s then |ook ||ke th|s:
- Go|f vll d|ese| BM: not used. Fue| consumpt|on rema|ns at 2.9 |/100km and Go|f vll d|ese| BM: not used. Fue| consumpt|on rema|ns at 2.9 |/100km and Go|f vll d|ese| BM: not used. Fue| consumpt|on rema|ns at 2.9 |/100km and Go|f vll d|ese| BM: not used. Fue| consumpt|on rema|ns at 2.9 |/100km and
reduced OO2 em|ss|ons at 75 g/km. reduced OO2 em|ss|ons at 75 g/km. reduced OO2 em|ss|ons at 75 g/km. reduced OO2 em|ss|ons at 75 g/km.
- Petro| Petro| Petro| Petro|- -- -powered BMT: fue| consumpt|on drops to about 3.4 |/100km and powered BMT: fue| consumpt|on drops to about 3.4 |/100km and powered BMT: fue| consumpt|on drops to about 3.4 |/100km and powered BMT: fue| consumpt|on drops to about 3.4 |/100km and
OO2 em|ss|ons fa|| to about 81 g/km. OO2 em|ss|ons fa|| to about 81 g/km. OO2 em|ss|ons fa|| to about 81 g/km. OO2 em|ss|ons fa|| to about 81 g/km.

The hypothet|ca| expense |s part|cu|ar|y just|f|ed for mod|f|cat|ons to petro|-powered
cars s|nce combust|on us|ng the Otto carburet|on pr|nc|p|e |s part|cu|ar|y |neff|c|ent at
|ow eng|ne power output |eve|s.

The fo||ow|ng techn|ca| mod|f|cat|ons are to be app||ed to the petro|-powered vers|on of
the Go|f vll:
a. var|ab|e va|ve contro| (vvS}: th|s perm|ts reduct|on of the amount of a|r |n the
cy||nder, wh|ch |n turn a||ows for |ess fue| per combust|on cyc|e. n||ke the usua|
petro| eng|ne`s use of |ntake thrott||ng to tune part|a| |oads, the |oss of f|ow |s
much |ower. ln any event, the correspond|ng part|a| |oad-combust|on cyc|e
ev|dences a |ower compress|on rat|o than the fu|| |oad cyc|es. s|ng vvS, 2 to 3
% fue| consumpt|on (|.e. for examp|e, 0.15 ||tres/100 km} cou|d be saved over
the NEFZ.
b. Oy||nder shut-down: th|s turns a 1.2 ||tre motor w|th four cy||nders |nto a 600
cc motor by shutt|ng down (usua||y} the m|dd|e two cy||nders. The rema|n|ng two
can then operate at near|y fu|| |oad over many of the cyc|e segments. Dur|ng
those phases the eff|c|ency rate |ncreases from about 20 to more than 30 %.
However, one must take |nto cons|derat|on that th|s assumes an eng|ne that
a|ready has a sma|| cy||nder d|sp|acement (1.0}. Accord|ng to the profess|ona|
||terature, cy||nder shut-down ach|eves a 10 to 15 % |mprovement; accord|ng to
vW: 0.4 ||tres/100 k||ometres |ess over the cyc|e.
Mod|f|cat|ons a. and b. can be comb|ned w|th each other but the sav|ngs effects cannot
be s|mp|y added together. We est|mate the |mprovement potent|a| at a conservat|ve 0.4
||tres/ 100 k||ometres (petro|-powered veh|c|es on|y!}.

O OO Ooncern|ng ltem (O}: hybr|d eng|nes oncern|ng ltem (O}: hybr|d eng|nes oncern|ng ltem (O}: hybr|d eng|nes oncern|ng ltem (O}: hybr|d eng|nes
One can v|ew the e|ectr|f|cat|on of aux|||ary systems and the use of 'excess` e|ectr|c|ty
(e|ther obta|ned from brak|ng energy or by a good |eve| of eff|c|ency from the
combust|on motor} as an |ntroduct|on to hybr|d|sat|on. The storage potent|a| of the
battery |n such cases can rema|n re|at|ve|y sma|| - that |s the current state of today`s
techno|ogy.

21

To get to a hybr|d dr|ve w|th wh|ch one can, for examp|e, negot|ate more than 50 km of
|nner-c|ty streets at speeds up to 50 km/h, the battery must be s|gn|f|cant|y |arger than |t
|s w|th now fam|||ar Japanese hybr|d car mode|s. We assume a '||ght` hybr|d|sat|on that
a||ows some of the acce|erat|on energy to be recovered and for the combust|on motor
to be sw|tched off under very unfavourab|e operat|ng cond|t|ons.
The concept |s attract|ve for two reasons. F|rst, the combust|on motor |s used on|y at
h|gher power demands on the eng|ne when |ts eff|c|ency |s re|at|ve|y h|gh. ln substant|a|
parts of the NEFZ one cou|d assume, for examp|e, a 28 % eff|c|ency rate from a
gaso||ne eng|ne |nstead of the - usua| - |ess than 20 %. Second, part of the brak|ng
energy can be recaptured. Th|s, however, comes at the cost of an added 150 kg or
more of veh|c|e we|ght and about E 2,000 |n h|gher manufactur|ng costs. Because of
the - re|at|ve|y - h|gh eff|c|ency rat|ng of d|ese| motors the hybr|d concept rea||y on|y
makes sense |f the ma|n power p|ant |s a gaso||ne eng|ne.
How h|gh wou|d ach|evab|e sav|ngs now be for the correspond|ng Go|f vll reference
mode|? For s|mp||c|ty`s sake we assume a car we|gh|ng 180 kg more (ana|ogous to the
Go|f vl, 1.2 ||tre TSl BMT}. That |ncreases the propu|s|on energy requ|red by about 11
%. (The consumpt|on va|ues of 3.8 ||tres/100 k||ometre ach|eved through ltem A. above
wou|d |ncrease to about 4.2 ||tres/100 km.} lf, w|th hybr|d dr|ve, the m|d-range eng|ne
eff|c|ency, for examp|e, |ncreases from 20 % to 25 % (due to the concentrat|on on
h|gher |oads and charg|ng the battery for e|ectr|ca| dr|ve at |ower energy requ|rements}
th|s cou|d br|ng the gaso||ne-hybr|d comb|nat|on to 3.3 ||tres/100 km.
W|th respect to recuperat|on (recapture of brak|ng energy} the spec|f|cat|ons of the
NEFZ offer |dea| cond|t|ons because the changes |n mot|on are much gent|er than |n
rea| ||fe dr|v|ng. As a resu|t one cou|d recover about 50 % of acce|erat|on energy. A
rough ca|cu|at|on shows that 39 % of propu|s|on energy |s used for acce|erat|on. ln the
hybr|d concept a|| the dece|erat|on phases are now used for generat|ng e|ectr|c|ty
(recuperat|on} for the battery, from wh|ch propu|s|on energy |s then drawn.
The theoret|ca| max|mum amount of energy that can be recovered from the
dece|erat|ons |n the NEFZ equates to that used for acce|erat|on. lf one assumes the
|nc|us|on of a|| |osses |n the system path from a moderate eff|c|ency rate of 50 % for
recuperat|on, then 19.5 % of the propu|s|on energy |n the NEFZ (50 % of 39 %} cou|d
be saved. Th|s does not mean, however, that recuperat|on can reduce fue|
consumpt|on to that extent because when us|ng the e|ectr|ca| dr|ve under battery power
as descr|bed above, combust|on eng|ne operat|on takes p|ace on|y at h|gher eff|c|ency
|eve|s anyway. Thus, the fo||ow|ng quant|tat|ve est|mate |s fraught w|th cons|derab|e
uncerta|nt|es and |s extreme|y hypothet|ca|.

Runn|ng tota| w|th hybr|d|sat|on (on|y for petro| mode|s}:
- Petro| Petro| Petro| Petro|- -- -powered BMT: reduct|on of fue| consumpt|on from 4.2 |/100 km to powered BMT: reduct|on of fue| consumpt|on from 4.2 |/100 km to powered BMT: reduct|on of fue| consumpt|on from 4.2 |/100 km to powered BMT: reduct|on of fue| consumpt|on from 4.2 |/100 km to - -- -
theoret|ca||y theoret|ca||y theoret|ca||y theoret|ca||y - -- - about 2.6 |/100km and OO2 em|ss|ons reduced from 121 about 2.6 |/100km and OO2 em|ss|ons reduced from 121 about 2.6 |/100km and OO2 em|ss|ons reduced from 121 about 2.6 |/100km and OO2 em|ss|ons reduced from 121
g/km to about g/km to about g/km to about g/km to about 60 g/km. That wou|d cut the fue| consumpt|on and OO2 60 g/km. That wou|d cut the fue| consumpt|on and OO2 60 g/km. That wou|d cut the fue| consumpt|on and OO2 60 g/km. That wou|d cut the fue| consumpt|on and OO2
em|ss|ons of the Go|f vl reference mode| |n ha|f. em|ss|ons of the Go|f vl reference mode| |n ha|f. em|ss|ons of the Go|f vl reference mode| |n ha|f. em|ss|ons of the Go|f vl reference mode| |n ha|f.

22

6.8 6.8 6.8 6.8 Summary: effects of reduct|on steps for d|ese| Summary: effects of reduct|on steps for d|ese| Summary: effects of reduct|on steps for d|ese| Summary: effects of reduct|on steps for d|ese| powered powered powered powered vers|ons vers|ons vers|ons vers|ons
s|ng a s|mp||f|ed computat|on mode| the effects of the aforement|oned three
mod|f|cat|ons on the d|ese| B|ueMot|on were s|mu|ated step by step: 1. we|ght reduced
from 1,314 kg to 1,134 kg; 2. ro|| res|stance |mproved from 0.01 to 0.007 and; 3. cw
va|ues |mproved from 0.29 to 0.26.

For propu|s|on energy requ|rements th|s means:
1. reduced we|ght: reduced we|ght: reduced we|ght: reduced we|ght: ach|eves about 9 % 9 % 9 % 9 % |ess than the |n|t|a| va|ue, p|us:
2. |mproved ro|| res|stances: |mproved ro|| res|stances: |mproved ro|| res|stances: |mproved ro|| res|stances: ach|eves about 17 % 17 % 17 % 17 % |ess than the |n|t|a| va|ue,
p|us:
3. |mproved a|r res|stance |mproved a|r res|stance |mproved a|r res|stance |mproved a|r res|stance (cw va|ue}: ach|eves a tota| of about 22 % 22 % 22 % 22 % |ess than
the |n|t|a| va|ue.

There |s a reduct|on of 22 % for propu|s|on energy requ|rements; from 3.8 | of
d|ese|/100 km or 99 g/km OO2 to 2.94 |/100km (rounded up to 3} or 77 to 78 g/km
OO2.
Because of |mprovements |n |ts mass/R/cw rat|o, |ts reduced energy needs a||ow for a
s||ght downs|z|ng from 77 kW to 65 kW (d|sp|acement reduct|on from 1.6 to 1.4 |} -
w|thout sacr|f|c|ng acce|erat|on and top speed.

Mod|f|cat|ons to the Go|f d|ese| |n re|at|on to veh|cu|ar mass, ro|| and a|r res|stance Mod|f|cat|ons to the Go|f d|ese| |n re|at|on to veh|cu|ar mass, ro|| and a|r res|stance Mod|f|cat|ons to the Go|f d|ese| |n re|at|on to veh|cu|ar mass, ro|| and a|r res|stance Mod|f|cat|ons to the Go|f d|ese| |n re|at|on to veh|cu|ar mass, ro|| and a|r res|stance

Today`s most thr|fty Today`s most thr|fty Today`s most thr|fty Today`s most thr|fty
Go|f vl d|ese| Go|f vl d|ese| Go|f vl d|ese| Go|f vl d|ese|
(1.6 TDl BM 7 (1.6 TDl BM 7 (1.6 TDl BM 7 (1.6 TDl BM 77 kW} 7 kW} 7 kW} 7 kW}

Today`s parameters:
Mod|f|cat|ons Mod|f|cat|ons Mod|f|cat|ons Mod|f|cat|ons lmproved Go|f vll lmproved Go|f vll lmproved Go|f vll lmproved Go|f vll
(1.4 TDl BM 65 (1.4 TDl BM 65 (1.4 TDl BM 65 (1.4 TDl BM 65
kW} kW} kW} kW}

reduct|on %,
tota| of a||
mod|f|cat|ons
Effect Effect Effect Effect

Oonsumpt|on/ OO2
we|ght 1,314 kg Mod|f|cat|on 1:
we|ght 1.134 kg
Mod|f|cat|on 1:
about 9 % better
than Go|f vl
3.5 |/100km
90 g/km
ro|| res|stance 0.01 Mod|f|cat|on 2:
ro|| res|stance 0.007 0.007 0.007 0.007
Mod|f|cat|on 2:
about 17%
better than Go|f
vl
3.2 |/100km
82 g/km

Ow va|ue 0.29 Mod|f|cat|on 3:
Ow-Wert 0.25
Mod|f|cat|on 3:
about 22%
better than Go|f
3 |/100km
about 78 g/km
23
Eff|c|ency |ncreases w|th the d|ese| mode| so|e|y by mod|f|cat|ons made to the veh|c|e
resu|t |n:
Ov Ov Ov Overa|| veh|c|e |mprovement: about 22% era|| veh|c|e |mprovement: about 22% era|| veh|c|e |mprovement: about 22% era|| veh|c|e |mprovement: about 22%
Oonsumpt|on: 3 |/100 km Oonsumpt|on: 3 |/100 km Oonsumpt|on: 3 |/100 km Oonsumpt|on: 3 |/100 km
OO2 em|ss|ons: 78 g/km OO2 em|ss|ons: 78 g/km OO2 em|ss|ons: 78 g/km OO2 em|ss|ons: 78 g/km
vl
Oonsumpt|on/ OO2

3.8 |/100 km. 3.8 |/100 km. 3.8 |/100 km. 3.8 |/100 km.
99 g/km 99 g/km 99 g/km 99 g/km
Oonsumpt|on/ OO2 of
the new Go|f vll d|ese|
(on|y by mod|f|cat|ons
to the veh|c|e}:

3 |/100km. 3 |/100km. 3 |/100km. 3 |/100km.
78 g/km 78 g/km 78 g/km 78 g/km

Add|t|ona| mod|f|cat|ons to the Go|f d|ese| |n re|at|on to power p|ant. Add|t|ona| mod|f|cat|ons to the Go|f d|ese| |n re|at|on to power p|ant. Add|t|ona| mod|f|cat|ons to the Go|f d|ese| |n re|at|on to power p|ant. Add|t|ona| mod|f|cat|ons to the Go|f d|ese| |n re|at|on to power p|ant.

Go|f vl Go|f vl Go|f vl Go|f vl
d|ese| d|ese| d|ese| d|ese|
Mod|f|cat|on Reduct|on by % Effect:
consumpt|on and
OO2
Start|ng po|nt w|thout
add|t|ona| mod|f|cat|ons:
22 % better than Go|f vl
Start|ng po|nt
w|thout add|t|ona|
mod|f|cat|ons:
3 |/100 km,
78 g OO2/km
W|th BM part|a|
recuperat|on over
some segments
and decoup||ng
of aux|||ary
systems
Further decoup||ng of
aux|||ary systems from
the combust|on motor
Add|t|ona| reduct|on of
about 3 %, tota| effect
|nc|ud|ng add|t|ona|
eng|ne mod|f|cat|ons
about 25%
Oonc|us|on: Oonc|us|on: Oonc|us|on: Oonc|us|on:
2.9 |/ 100 km 2.9 |/ 100 km 2.9 |/ 100 km 2.9 |/ 100 km
75 g 75 g 75 g 75 g OO2 OO2 OO2 OO2/ km / km / km / km

Overa|| resu|ts for d|ese|s: Overa|| |mprovement: about 25 % Overa|| |mprovement: about 25 % Overa|| |mprovement: about 25 % Overa|| |mprovement: about 25 %
Fue| consum Fue| consum Fue| consum Fue| consumpt|on: 2.9 ||tres/100 km pt|on: 2.9 ||tres/100 km pt|on: 2.9 ||tres/100 km pt|on: 2.9 ||tres/100 km

24

6.9 Summary: eff 6.9 Summary: eff 6.9 Summary: eff 6.9 Summary: effects of reduct|on steps for petro| powered vers|ons ects of reduct|on steps for petro| powered vers|ons ects of reduct|on steps for petro| powered vers|ons ects of reduct|on steps for petro| powered vers|ons
We start w|th what |s current|y the best Go|f petro|-powered mode|, the 1.2 TSl w|th
B|ueMot|on Techno|ogy, 77 kW (105 Hp}, s|x-speed, w|th dr|v|ng cyc|e consumpt|on of
5.2 |/100 k||ometres (c|ty 6.5, h|ghway: 4.5}, OO2 em|ss|ons: 121 grams/k||ometre,
|n|t|a||y we make the same mod|f|cat|ons affect|ng requ|red energy that we made above
for the d|ese|:
we|ght reduced by 180 kg, |ess ro|| res|stance, a|r res|stance |mproved to 0.26. The
reference we|ght of 1,234 |s |ess than the d|ese|. We neverthe|ess assume the same
180 kg we|ght reduct|on.
1. we|ght reduct|on: we|ght reduct|on: we|ght reduct|on: we|ght reduct|on: ach|eves about 9 % 9 % 9 % 9 % |ess compared to the |n|t|a| f|gure, p|us
2. ro|| ro|| ro|| ro|| res|stance reduct|on res|stance reduct|on res|stance reduct|on res|stance reduct|on: ach|eves about 17% 17% 17% 17% |ess compared to the |n|t|a| f|gure, p|us
3. a|r res|stance reduct|on a|r res|stance reduct|on a|r res|stance reduct|on a|r res|stance reduct|on: ach|eves a tota| of about 22 % 22 % 22 % 22 % |ess compared to the |n|t|a|
f|gure.
As we exp|a|ned w|th the d|ese|, the |mprovements perm|t a reduct|on |n eng|ne power
from 77 to 65 kW a - w|th no eff|c|ency |mprovements |n the combust|on motor |tse|f - a
15 % reduct|on |n cy||nder d|sp|acement, |.e. from 1,200 to about 1,000 to 1,050 cc.

Mod|f|cat|on to the Go|f petro| Mod|f|cat|on to the Go|f petro| Mod|f|cat|on to the Go|f petro| Mod|f|cat|on to the Go|f petro|- -- -powered mode| |n re|at|on to veh|cu|ar mass, ro|| and a|r powered mode| |n re|at|on to veh|cu|ar mass, ro|| and a|r powered mode| |n re|at|on to veh|cu|ar mass, ro|| and a|r powered mode| |n re|at|on to veh|cu|ar mass, ro|| and a|r
res|stance res|stance res|stance res|stance

Today`s most Today`s most Today`s most Today`s most
thr|fty Go|f vl thr|fty Go|f vl thr|fty Go|f vl thr|fty Go|f vl
petro| petro| petro| petro|- -- -powered powered powered powered
mo mo mo mode| de| de| de|
(1.2 TSl BMT 77 (1.2 TSl BMT 77 (1.2 TSl BMT 77 (1.2 TSl BMT 77
kW} kW} kW} kW}

Today's
parameters:
Mod|f|cat|ons Mod|f|cat|ons Mod|f|cat|ons Mod|f|cat|ons lmproved Go|f vll petro| lmproved Go|f vll petro| lmproved Go|f vll petro| lmproved Go|f vll petro|- -- -
powered vers|on powered vers|on powered vers|on powered vers|on
(1.0 TSl 65 kW} (1.0 TSl 65 kW} (1.0 TSl 65 kW} (1.0 TSl 65 kW}

reduct|on %, tota| of a||
mod|f|cat|ons
Effect Effect Effect Effect
Oonsumpt|on
and OO2
curb we|ght
1,234 kg
Mod|f|cat|on 1:
Ourb we|ght 1,054 kg
Mod|f|cat|on 1 :
about 9 % better than
today`s Go|f vl
4.8 |/100km
110 g/km
ro|| res|stance
0.01
Mod|f|cat|on 2:
ro|| res|stance 0.007
Mod|f|cat|on 1+2:
about 17 % better
4.3 |/100km
100 g/km

Ow va|ue 0.31
Mod|f|cat|on 3:
Ow va|ue 0.26
Mod|f|cat|on 1+2+3:
22 % better
4.0 | /100km
94 g/km
25
Eff|c|ency |ncreases for the petro|-powered vers|on ach|eved so|e|y through
mod|f|cat|ons to the veh|c|e:
Overa|| |mprovement: about 22 % Overa|| |mprovement: about 22 % Overa|| |mprovement: about 22 % Overa|| |mprovement: about 22 %
Oonsumpt|on: 4.0 |/ 100 km Oonsumpt|on: 4.0 |/ 100 km Oonsumpt|on: 4.0 |/ 100 km Oonsumpt|on: 4.0 |/ 100 km
Oonsumpt|on/
OO2

5.2|/ 100km.
121 g/km 121 g/km 121 g/km 121 g/km
Oonsumpt|on/
OO2 of the new
Go|f vll (on|y by
mod|f|cat|ons to
the veh|c|e}:

4.0 |/100km
94 g/km 94 g/km 94 g/km 94 g/km

Add|t|ona| mod|f|cat|ons to the Go|f petro| Add|t|ona| mod|f|cat|ons to the Go|f petro| Add|t|ona| mod|f|cat|ons to the Go|f petro| Add|t|ona| mod|f|cat|ons to the Go|f petro|- -- -powered ver powered ver powered ver powered vers|on |n re|at|o s|on |n re|at|o s|on |n re|at|o s|on |n re|at|on to power p|ant n to power p|ant n to power p|ant n to power p|ant

Gaso||ne Gaso||ne Gaso||ne Gaso||ne
vers|on vers|on vers|on vers|on
Mod|f|cat|ons Reduct|on |n %, tota| of
a|| mod|f|cat|ons
Effect: Oonsumpt|on
and OO2
add|t|ona| mod|f|cat|ons
to the power p|ant:

22 % better than Go|f vl
add|t|ona|
mod|f|cat|ons to the
power p|ant:

4.0 7|/100km,
94 g/km
Mod|f|cat|on 1:
Reduct|on |n |ost
energy (decoup||ng
aux|||ary systems}
Add|t|ona| reduct|on to a
tota| of about 26%
3.8 |/ 100 km
90 g/ km
Mod|f|cat|on 2:
lncrease motor
eff|c|ency rate w|th
vvS and cy||nder shut
down
Tota| about
34 % better than
today's Go|f vl
3. |/100km 3. |/100km 3. |/100km 3. |/100km
80 g/km 80 g/km 80 g/km 80 g/km

26
Overa|| resu|ts for petro|-powered vers|on
Overa|| |mprovement: about 34% Overa|| |mprovement: about 34% Overa|| |mprovement: about 34% Overa|| |mprovement: about 34%
Fue| consumpt|on: 3.4 |/100 km Fue| consumpt|on: 3.4 |/100 km Fue| consumpt|on: 3.4 |/100 km Fue| consumpt|on: 3.4 |/100 km
s|ng a ||ght hybr|d: Overa|| |mprovement: about 50% Overa|| |mprovement: about 50% Overa|| |mprovement: about 50% Overa|| |mprovement: about 50%
Fue Fue Fue Fue| consumpt|on: 2.6 |/100 km | consumpt|on: 2.6 |/100 km | consumpt|on: 2.6 |/100 km | consumpt|on: 2.6 |/100 km
OO2 OO2 OO2 OO2 em|ss|ons: 61 g/km em|ss|ons: 61 g/km em|ss|ons: 61 g/km em|ss|ons: 61 g/km

A|ternat|ve A|ternat|ve A|ternat|ve A|ternat|ve
Motor
w|thout
e|ectr|c dr|ve
Mod|f|cat|on:
Oomb|ne w|th ||ght
hybr|d, some segment
under e|ectr|c power,
recuperat|on

Th|s wou|d make the Go|f
vll better by a tota| of
a|most 50 %
s|ng the ||ght hybr|d s|ng the ||ght hybr|d s|ng the ||ght hybr|d s|ng the ||ght hybr|d
so|ut|on: so|ut|on: so|ut|on: so|ut|on:

2.6 |/100km 2.6 |/100km 2.6 |/100km 2.6 |/100km
61 g/km 61 g/km 61 g/km 61 g/km

7 77 7. Out|ook . Out|ook . Out|ook . Out|ook
One out of every f|ve cars so|d |n Europe carr|es the vW brand. But on|y a fract|on of the
cars de||vered meet the standards of |ts own fue| sav|ngs techno|ogy. One th|ng |s c|ear
- the car of the future w||| be sma||, thr|fty, |nte|||gent and eff|c|ent.

W||| vW make the mod|f|cat|ons |dent|f|ed above? W||| vW make the mod|f|cat|ons |dent|f|ed above? W||| vW make the mod|f|cat|ons |dent|f|ed above? W||| vW make the mod|f|cat|ons |dent|f|ed above? The group |s we|| acqua|nted w|th
them, they are techn|ca||y feas|b|e, requ|re no techno|og|ca| breakthroughs and, w|thout
except|on, are cheap. The most expens|ve s|ng|e mod|f|cat|on |s the '||ght hybr|d`
so|ut|on but that |s not even necessary for ach|ev|ng the three-||tre goa|.

lf vW doesn't ach|eve the mag|c 'three`, |t w||| jeopard|se the susta|nab|||ty of future
generat|ons of automob||es. lt w||| be a b|ack day not on|y for c||mate protect|on but for
vW as we|| - fue| pr|ces are go|ng to r|se further and |n the |ong term |t |s the company
offer|ng the most thr|fty and techn|ca||y re||ab|e cars that |s go|ng to be the market
|eader.

27

O||mate protect|on |s not an opt|ona| extra: O||mate protect|on |s not an opt|ona| extra: O||mate protect|on |s not an opt|ona| extra: O||mate protect|on |s not an opt|ona| extra: vW must bu||d |ts best fue| sav|ng
techno|ogy |nto every one of |ts passenger cars as standard equ|pment w|thout
add|t|ona| cost. lf Europe's |argest car maker cannot do that, then at |east market|ng
and pr|c|ng w||| have to do the work of ensur|ng that the thr|ft|est mode|s are
comparab|e to the others.

These are a|| h|gh|y conservat|ve assumpt|ons that need to be met at the very m|n|mum
|n the Go|f vll. For future deve|opments the mod|f|cat|ons |dent|f|ed here are a s|mp|e
matter of course and w||| not suff|ce for very |ong. The com|ng Go|f vlll The com|ng Go|f vlll The com|ng Go|f vlll The com|ng Go|f vlll - -- - through through through through
drast|ca||y reduced we|ght and st||| more eff|c|ent eng|nes drast|ca||y reduced we|ght and st||| more eff|c|ent eng|nes drast|ca||y reduced we|ght and st||| more eff|c|ent eng|nes drast|ca||y reduced we|ght and st||| more eff|c|ent eng|nes - -- - w||| have to move |n the w||| have to move |n the w||| have to move |n the w||| have to move |n the
d|rect|on of a one d|rect|on of a one d|rect|on of a one d|rect|on of a one- -- -||tre car. ||tre car. ||tre car. ||tre car.

28

8 88 8. Append|x . Append|x . Append|x . Append|x
8.1 8.1 8.1 8.1 A short h|story of the Go|f A short h|story of the Go|f A short h|story of the Go|f A short h|story of the Go|f

For more than 35 years the Go|f has def|ned Germans' |mages of the car. The f|rst Go|f
- |ater ca||ed the Go|f l - came on to the market |n 1974. lt was fo||owed by f|ve more.
The Go|f vl has been around s|nce 2008. The countdown to the Go|f vll |s |n process.
For vo|kswagen the Go|f |s |ts most |mportant source of revenue |n the |ower compact
c|ass. Before the Go|f there was the vW Beet|e, wh|ch w|th br|ef except|ons, was the
wor|d's top se|||ng car. The eng|ne of the f|rst Go|f had 1.1 ||tres d|sp|acement (50 hp} up
to 1.5 ||tres (70 hp}. lts top speed of around 150 km/h was regarded as h|gh. Test
magaz|nes pra|sed |ts acce|erat|on f|gures of between 15 and 17 seconds for the spr|nt
from zero to 100 km/h. The Beet|e, by contrast, was not that dynam|c: buyers of |ts
|ast mode| |n 1973 had to be sat|sf|ed w|th a top speed of 135 km/h and a spr|nt speed
of 21 seconds.
The 1974 mode|, wh|ch represented the trans|t|on from the Beet|e to the Go|f years,
|ntroduced a trend for 'sporty` dr|v|ng. A|though the |ater Beet|e mode|s had had a ||tt|e
more horsepower than the|r predecessors, the new generat|on of Go|fs de||berate|y
a|med at boost|ng cy||nder d|sp|acements, eng|ne power and top speeds. vW qu|ck|y
d|scovered that eng|ne power cou|d be pushed h|gher at re|at|ve|y |ow cost and that the
w||||ngness of the buyer to pay was worth many t|mes more than the add|t|ona|
product|on costs. Spec|a| mode|s ||ke the GTl and ever |arger eng|nes fo||owed. Today
you can buy a Go|f vl w|th up to 270 hp w|th speed and acce|erat|on numbers that |n
the past were reserved for the Ferrar|s of th|s wor|d. The 'peop|e`s` car was transformed
|nto a m|d-s|ze veh|c|e w|th rac|ng features - r|ght down to the w|de tyres.
ln order to prov|de ever more hp for h|gher speeds and faster acce|erat|on, cy||nder
d|sp|acements had to get stead||y b|gger. ln the f|rst mode| the standard eng|ne
d|sp|aced 1.1 ||tres and the more powerfu| vers|on 1.5 ||tres. Then |n 2003 the Go|f v
upped the ante to 1.4 to 3.2 ||tres d|sp|acement. ln other words, a top of the ||ne car
motor was work|ng |n the Go|f. W|th the Go|f vl th|s deve|opment was part|a||y reversed.
The mottos were: consumpt|on ||m|ts and downs|z|ng w|th supercharg|ng.
Another remarkab|e deve|opment was |ts deve|op|ng s|ze: over the decades the Go|f
got ever w|der, |onger, heav|er. At 750 kg the Go|f l had a s|gn|f|cant|y sma||er curb
we|ght than the vW Beet|e and at 3.7 metres |t was a|so s|gn|f|cant|y shorter. But those
d|mens|ons grew w|th every mode|. The Go|f vl we|ghs |n at 1,200 kg |n |ts ||ghtest
vers|on and grew |n |ength by a good ha|f-metre. The Go|f l had a surface area of 5.9 m
but the Go|f vl has a|ready reached 7.5 m - a 25% |ncrease. Even |n |ts ||ghtest
vers|on, |ts we|ght has |ncreased by 60 %.

29

How w|de and how h|gh a car |s determ|nes |ts cross-sect|on (or fronta| area}, wh|ch |s
|mportant for a|r res|stance. The comb|nat|on of more we|ght and more a|r res|stance
means greater energy need. A|r res|stance |ncreases a|ong w|th dr|v|ng speed and |t
becomes the most s|gn|f|cant factor |n energy need at around 60 kph.
The a|r res|stance of the |atest Go|f fe||. But |ower|ng the cw va|ue of the s|xth mode| to
0.3 , or 25 % |ess than the |n|t|a| va|ue ( cw = 0.4}, |s on|y a superf|c|a| so|ut|on to the
prob|em. A|though accord|ng to the formu|a, fronta| surface area t|mes cw va|ue the
energy needed at 100 kph, for examp|e, |s more favourab|e by 10 percent, |n rea||ty
severa| other factors |ead to h|gher consumpt|on:

- There are ever w|der tyres (the cw va|ues, however, are g|ven on|y for standard tyres}
and speeds dr|ven have stead||y |ncreased.
- Oars have gotten ever faster. A Beet|e was just about shot at 100 kph. Today's
med|an passenger car autobahn speeds are around 130 kph. and the tota| share of
dr|v|ng done on the autobahn has grown.
- The |mproved cw va|ues are accompan|ed by |ncreas|ng|y f|at and ever |arger
w|ndsh|e|ds. As a resu|t the sun's rays make |nter|ors hotter. A|r cond|t|on|ng |s
|nsta||ed. Th|s can |ead to far more than 1 ||tre of added fue| consumpt|on for every
100 k||ometres.

30

From the Go|f l to the Go|f vl From the Go|f l to the Go|f vl From the Go|f l to the Go|f vl From the Go|f l to the Go|f vl

Go|f l Go|f l Go|f l Go|f l
1974 1974 1974 1974 - -- -
1983 1983 1983 1983
Go|f ll Go|f ll Go|f ll Go|f ll
1983 1983 1983 1983 - -- -
1992 1992 1992 1992
Go|f lll Go|f lll Go|f lll Go|f lll
1991 1991 1991 1991 - -- -
1997 1997 1997 1997
Go|f lv Go|f lv Go|f lv Go|f lv
1997 1997 1997 1997 - -- -
2003 2003 2003 2003
Go|f v Go|f v Go|f v Go|f v
2003 2003 2003 2003 - -- -
2008 2008 2008 2008

2008 2008 2008 2008 - -- -
2012 2012 2012 2012
petro|
eng|nes
1.1-1.6
||tres (37-
100 kW}

1.3-1.8
||tres (40-
154 kW}
1.4-2.9
||tres (40-
140 kW}
1.4-3.2
||tres (55-
177 kW}
1.4-3.2
||tres (55-
184 kW}
1.2-2.0
||tres (59-
199 kW}
d|ese|
eng|nes
1.5-1.6
||tres (37-
51 kW}

1.6 ||tres
(40-59 kW}
1.9 ||tres
(47-81 kW}
1.9 ||tres
(50-
110 kW}
1.9-2.0
||tres (55-
125 kW}
1.6-2.0
||tres (77-
125 kW}
|ength mm 3705 3985-
4040
4020 4149-
4397
4204-
4206
4199
w|dth mm 1610 1665-
1680
1695-
1710
1735 1759 1786
he|ght mm 1390-
1410
1415 1405-
1425
1439-
1485
1470-
1483
1479
whee| base 2400 2475 2471247
4
2512
R32: 2517
2578 2578
curb
we|ght kg
750-805 845-985 9601380 1050147
7
1155-
1590
1217-1541

31
mass
0
200
400
600
800
1000
1200
1400
1600
Golf I Golf II Golf III Golf IV Golf V Golf VI
k
g
minimum
maximum
horse power (ps)
0
50
100
150
200
250
Golf I Golf II Golf III Golf IV Golf V Golf VI
P
S
minimum
maximum

Heav|er and heav|er: Heav|er and heav|er: Heav|er and heav|er: Heav|er and heav|er: the Go|f`s average m|n|mum we|ght has stead||y |ncreased over the
years. ln the case of max|mum we|ghts there has been a s||ght drop w|th the Go|f vl.

Average eng|ne s|zes Average eng|ne s|zes Average eng|ne s|zes Average eng|ne s|zes have grown stead||y b|gger; part|cu|ar|y |n the case of the most
powerfu| Go|f mode|s.

32

8.2 8.2 8.2 8.2 What |s B|ueMot|on and B|ueMot|on Techno|ogy? What |s B|ueMot|on and B|ueMot|on Techno|ogy? What |s B|ueMot|on and B|ueMot|on Techno|ogy? What |s B|ueMot|on and B|ueMot|on Techno|ogy?

The mod|f|cat|ons emp|oyed and offered by vW for the two Go|f vl reference mode|s
are:

for the d|ese| mode|, B|ueMot|on (1.6 |, 77 kW}:
- Start-stop system
- Recuperat|on (recapture brak|ng energy}
- |ower |d|e speed
- Mu|t|funct|on d|sp|ay w|th recommended gear
- |onger gear rat|os
- Ro|| res|stance opt|m|sed tyres
- veh|c|e-spec|f|c undercarr|age and rear ax|e hous|ngs
- Aerodynam|ca||y opt|m|sed bumpers and chass|s suspended 15 mm |ower
- O|osed rad|ator gr||| for |ower a|r res|stance
- Fr|ct|on opt|m|sed dr|ve shaft assemb||es
- Spec|a| seat covers.

For the B|ueMot|on Techno|ogy mode|s:

(1.2 TSl, 77 kW, B|ueMot|on Techno|ogy}
(1.6 TDl, 77 kW, B|ueMot|on Techno|ogy}

|n contrast to the 'norma|` Go|f 1.2 TSl or 1.6 TDl:

- Start-stop system
- Recuperat|on (brak|ng energy recapture}
- Mu|t|funct|on d|sp|ay w|th recommended gear
- Ro|| res|stance opt|m|sed tyres
- veh|c|e-spec|f|c undercarr|age and rear ax|e hous|ngs
- Fr|ct|on opt|m|sed dr|ve shaft assemb||es

written by: Wolfgang Lohbeck, Greenpeace Germany (technical expertise: Rudolf Petersen)
Impressum Herausgeber Greenpeace e.V. Groe Elbstr. 39, 22767 Hamburg, Tel. 040/306 18-0, Fax 040/306 18-100, mail@greenpeace.de, www.greenpeace.de
Politische Vertretung Berlin Marienstr. 19 20, 10117 Berlin, Tel. 030/30 88 99-0 V.i.S.d.P.: Karsten Smid Creatives: Maria Feck
Cover Michael Lwa Published in august 2012

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