The XL1: Service Training

Service Training
Self-study Programme 535
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In 2002, Ferdinand Piëch stated Volkswagen's vision: d b ara
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Volkswagen will be the first automobile manufacturer to put a 1-litre car into production. s
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This resulted in the L1 concept study. In subsequent years, this concept was continuously developed further.
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The XL1 was first presented at the Geneva Motor Show in February 2013.
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Volkswagen has turned the vision into reality: the XL1 is being produced in a limited series of 200.
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The Self-study Programme shows the For current testing, adjustment and repair
design and function of instructions, refer to the relevant service
new developments. literature. Important
The contents will not be updated. note
2
Contents
In brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Occupant protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Power units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
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Power transmission
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Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
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Heating and air conditioning system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

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High-voltage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
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Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
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Infotainment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
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Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
3
In brief
The production location of the XL1

The XL1 is produced in the Volkswagen plant in
Osnabrück, Germany. What makes the site special is
the closed process chain, which includes vehicle
development, toolmaking, plant engineering and
vehicle manufacturing. Some 2050 employees work
daily to ensure smooth processes in the plant. In
addition to the XL1, the Golf Cabriolet, the Porsche
Boxster and Porsche Cayman are also produced at
Volkswagen Osnabrück GmbH.
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XL1 technical data

Combustion engine 0.8 l 35 kW two-cylinder TDI engine
Combustion engine output 35 kW
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Gearbox ksw DSG® dual clutch gearbox
7-speed
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Performance of the three-phase current drive s au 20 kW ra
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Maximum total power 51 kW

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Maximum total torque 140 Nm

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Battery technology Lithium-ion battery

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Hybrid battery unit voltage 220 volts

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Energy capacity of the hybrid battery unit 5.5 kWh

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Top speed 160 km/h

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4
Dimensions
2224 mm s535_005
3888 mm
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1950 mm*
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1153 mm*
1510 mm 2454 mm
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1214 mm
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Weights, volumes and other data

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Kerb weight 795 kg Drag coefficient 0.189

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Battery weight 65 kg Payload 175 kg

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Tank capacity 10 l op
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5
Body
The monocoque
Side collision crossmember Integrated roll bar
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Front end made of Monocoque Rear end made of an
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aluminium section aluminium section
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The body structure and exterior body parts of the XL1 are made of carbon fibre reinforced plastic (CFRP). CFRP is
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a high-strength material that is 50% lighter than steel, but with the same strength. The entire body structure,
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consisting of the monocoque and the front and rear ends, weighs only 109 kg. The monocoque alone weighs only
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The CFRP components are made of CFRP mats and a resin to bond the individual mats. The CFRP mats are made of
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The front and the rear ends are made of aluminium profiles which are bolted to the monocoque. In the event of a
crash, the front and rear deform, dissipating crash energy. The CFRP monocoque does not deform, allowing it to
become the survival space for the occupants. The roll bar integrated into the monocoque provides safety in the
event of a rollover.
6
Doors
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The door windows are divided into two and made of polycarbonate. The larger part is bonded to the door. The
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smaller window can be opened and closed by the window handle.

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The crossmember integrated into the door provides safety in a side impact.
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Hinge and release screws
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In order to allow the occupants to get out of a vehicle lying on its roof after a rollover, the hinges can be Prote
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disengaged by release screws. This makes it possible to push the butterfly doors to one side.
These release screws are controlled by the emergency exit control unit J1051.
When triggered, the head of the screw is mechanically released from the screw shaft.
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Front door hinge Upper door hinge Door lock
7
Body
The seats
The seats of the XL1 consist of a one-piece carbon fibre shell and padding.
It is possible to move the driver seat backwards and forwards and to adjust the angle.
The front passenger seat is bolted to the monocoque and cannot be adjusted.
Complete seat CFRP shell
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The instrument panel
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The instrument panel of the XL1 is made of natural fibres.
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Natural fibre
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Occupant protection
The occupant protection

There are sturdy impact bars in the wing pivot doors of the XL1. These ensure that the occupants are provided with
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The XL1 is equipped with a driver airbag. py Co
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9
Power units
The 0.8 l 35 kW TDI engine

The 0.8 l 35 kW TDI engine was specially developed for use in the Volkswagen XL1. The two-cylinder common-rail
diesel engine is installed as a mid-engine behind the vehicle occupants and uses the parallel twin concept with a
firing interval of 360 degrees. For engines with a parallel twin concept, the crankshaft is designed so that both
pistons are at top dead centre or at bottom dead centre at the same time.
Technical features
• Cylinder block made of aluminium alloy with molten

cylinder layer
• Control drive via toothed belt, running in engine oil
• Mechanical coolant pump which can be switched on
and off
• Balancer shaft driven by gear train
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• Emission control module with oxidising catalytic

converter, diesel particulate filter and NOx storage
catalytic converter
• Two-circuit exhaust gas recirculation system
consisting of high- and low-pressure exhaust gas
recirculation
• Cylinder-pressure controlled combustion regulation
• Turbocharger with wastegate control
• Water-cooled charge air cooler G. Volkswage s535_011
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Technical data au Torque and power ra
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Engine code CSCA

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Design 2-cylinder in-line engine

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Valves per cylinder 4
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Compression ratio 16:1
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Max. output 35 kW at 4000 rpm
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Max. torque 120 Nm at 2000–2500 rpm 40 15
Engine management Bosch EDC 17 20 10

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Fuel Diesel in accordance with 1000 2000 3000 4000 5000

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Exhaust gas aftertreat- Dual-circuit exhaust gas

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Thermal management system
The XL1 is equipped with three separate coolant circuits:
• High-temperature coolant circuit
• Low-temperature coolant circuit
• Coolant circuit for hybrid battery unit
The thermal management of the XL1 provides optimal distribution of the available heat within these coolant
circuits. It takes into account the requirements for operation with combustion engines, electric mode and the air
conditioning of the passenger compartment.
A switchable mechanical coolant pump as well as several electric coolant pumps ensure that the flow rate of the
coolant can be adjusted to the required cooling or heating output.
The engine control unit or air conditioning system control unit J301 actuates the pumps based on the temperature
and the requirements of the system. This allows the components in the cooling system to quickly reach their
operating temperature and operate in an optimal temperature range for high efficiency.
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The coolant circuits include the following components:
High-temperature coolant circuit
• Diesel engine
• Exhaust gas recirculation cooler
• Three-phase current drive VX54
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• Heat exchanger for heater / air conditioning system

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• High-voltage heater (PTC) Z115

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• Circulation pump 5 V406

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• Circulation pump V55

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Coolant circuit for hybrid battery unit

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Power units
High-temperature coolant circuit

The high-temperature coolant circuit includes the cooling system for the combustion engine, the exhaust gas
recirculation and the electric drive motor, as well as the heat exchanger and the high-voltage heater for the
heating and air conditioning system.
Depending on the coolant temperature and operating conditions of the combustion engine and electric drive
motor, the coolant pumps are switched off and on as required. In this way, the volume flow of the coolant is
selectively controlled in the circuit. The operating temperature is achieved quickly and the required cooling of the
components is ensured.
Expansion tanks for the

high-temperature circuit
Exhaust gas recirculation cooler

Circulation
pump 5 V406
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Circulation
pump 2 V403
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Mechanical coolant Oil cooler

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Thermostat
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It starts to open the access to the main water cooler atauapprox. 87°C and is fully open at approx. 92°C. The ra
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Mechanical coolant pump
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The mechanical coolant pump is driven by the toothed belt drive and can be activated or deactivated by the switch
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pushed over the pump impeller, preventing the coolant from circulating. This condition is also known by the term
“static coolant”. If the engine load or engine speed exceeds a set limit when the engine is cool, the mechanical
coolant pump is switched on to ensure that the engine is cooled.
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The mechanical coolant pump is permanently switched on upwards of a coolant temperature of approx. 80°C.
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Circulation pump 2 is driven at a duty cycle of 30% while the engine is running.
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The duty cycle increases as the coolant temperature increases. At a coolant temperature of 40°C, the duty cycle is
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continue to run after the engine has stopped.
Circulation pump 3 V404 is controlled by the air conditioning system control unit J301.
Circulation pump 5 is controlled according to the temperature of the three-phase current drive VX54 of the engine
control unit with a PWM signal. With increasing temperature, the duty cycle increases, reaching 95% with a three-
phase current drive temperature of upwards of 120°C . The temperature of the three-phase current drive VX54 is
determined by the drive motor temperature sender G712.
13
Power units
Low-temperature coolant circuit

The low-temperature coolant circuit comprises the water-cooled charge air cooler for the combustion engine and
the power and control electronics for electric drive JX1.
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The circulation pump V55 is an electric coolant pump. After ignition ON, it is actuated permanently with maximum
power by the engine control unit. This ensures that in any operating condition sufficient cooling output is provided
for the cooling of the power and control electronics for electric drive JX1.
The coolant circuit for the hybrid battery

unit is explained on page 25.
14
Power transmission
The 7-speed dual clutch gearbox

The 7-speed dual clutch gearbox 0CG was used for the first time in the Jetta Hybrid. The design and function of the
gearbox can be found in SSPs 390 and 525.
The development objective of the dual clutch gearbox in the XL1 was a significant weight reduction in comparison
to the dual clutch gearbox in the Jetta Hybrid. The lower torque of the two-cylinder diesel engine enabled a lighter
construction for the output shafts, the gears and the differential. In addition, the clutch and gear housings are
made of magnesium.
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Maximum torque 140 Nm

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Weight 63 kg
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Running gear
An overview of the running gear

The axles are designed to be compact and optimised for the space available and are connected directly to the
monocoque.
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• Double wishbone front axle made of aluminium
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• Mechanical steering rack
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• Electronic Stability Control ESC/ABS,

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• Vacuum brake servo with a separate vacuum pump
• Screw-type suspension struts front and rear
16
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• Carbon ceramic brake discs
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• Electromechanical parking brake
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• Forged aluminium wheels with optimised rolling

resistance tyres, rolling resistance coefficient 6.5 ‰
Tyre size front 115/80/R15 67 T XL
Tyre size rear 145/55/R16 73 T XL
• Steering column with longitudinal adjustment
17
Heating and air conditioning system
Heating and air conditioning

The XL1 is fitted with the “Climatic” semi-automatic air conditioning system. The air conditioning system control unit
J301 is located behind the air-conditioning controls.
All signals from the sensors and actuators are sent to the control unit and are used to regulate the interior
temperature.
The temperature flap and the flap for the air distribution are adjusted via servo motors with a feedback
potentiometer.
A/C button for air conditioning function

Electronic rotary knob
Electronic temperature rotary knob for air distribution
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18
System overview
V68/G92 V426/G645 V107/G135 G308 G192 G191 J285

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Z115
N541 N542 V405 V470 V2
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Key
G17 Ambient temperature sensor N24 Fresh air blower series resistor with overheating
G65 High-pressure sender fuse
G92 Potentiometer for temperature flap control motor N541 Refrigerant shut-off valve for heater and air
conditioner unit
G135 Potentiometer for defroster flap control motor
N542 Refrigerant shut-off valve for high-voltage battery
G191 Centre vent temperature sender
heat exchanger
G192 Footwell vent temperature sender
V2 Fresh air blower
G308 Evaporator temperature sensor
V68 Temperature flap control motor
G645 Potentiometer for air distribution flap control motor
V107 Defroster flap control motor
J160 Circulation pump relay
V405 Circulation pump 4
J285 Control unit in dash panel insert
V426 Front air distribution flap control motor
J301 Air conditioning system control unit
V470 Electrical air conditioner compressor
J519 Onboard supply control unit
Z115 High-voltage heater (PTC)
J533 Data bus diagnostic interface
19
Installation locations – overview

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12 11 10 9 8
Key
1 Air conditioning unit 6 Electrical air conditioner compressor V470

2 Cover for fresh air intake duct 7 High-pressure sender G65
3 Evacuating and charging valve – high-pressure 8 Ambient temperature sensor G17
side 9 Fluid reservoir with dryer
4 Evacuating and charging valve – low-pressure 10 Radiator module with condenser
side
11 Fresh air blower V2
5 Refrigerant shut-off valve for high-voltage battery
12 Refrigerant shut-off valve for heater and air
heat exchanger N542
conditioner unit N541
20
Air conditioning unit
The air conditioner is fitted under the bonnet and located laterally to the direction of travel. It is specifically
designed for one-zone air conditioning in the XL1. The overview shows the arrangement of servomotors with
integrated potentiometers for the temperature flaps and the air flaps. The installation location of the series resistor
for the fresh air blower and the fresh air blower is also shown. The evaporator and the heat exchanger for the
heater are not visible within the air conditioner and the illustration.
Evaporator temperature sensor G308
Fresh air blower series Defroster flap control motor V107

resistor N24 Potentiometer for defroster flap
control motor G135
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Potentiometer for temperature flap control motor G92 Prote Potentiometer for air distribution flap control motor G645
AG.
21
Refrigerant circuit
The refrigerant circuit in the XL1 was expanded to include an additional refrigerant circuit for cooling the coolant
of the hybrid battery unit. The heat exchanger for high-voltage battery VX63, a so-called chiller, was added. It is
used for the reduction of the coolant temperature in the coolant circuit for the hybrid battery unit AX1. To switch the
refrigerant circuit for this heat exchanger on and off as required, an expansion valve is fitted in combination with a
shut-off valve.
Condenser with fluid reservoir
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Refrigerant shut-off valve for
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exchanger N542 s535_084
The shut-off valves N541 and N542 are alternately actuated by the air conditioning system control unit.
22
Expansion valve with
refrigerant shut-off valve for heater and air conditioner unit N541 and
refrigerant shut-off valve for high-voltage battery heat exchanger N542
The valves N541 and N542 are identical.

Expansion valve
They are open when de-energised, which makes it
possible to extract and fill with refrigerant without
additional measures.
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Air conditioner
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23
Heating and air conditioning system byV
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Type Scroll/compressor High-voltage connection
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Nominal voltage 220 V Low-voltage connection
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Rotational speed 7790 rpm
Power consumption 5 kW
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Refrigerant R134a, 400g +/–10g
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Refrigerant oil ND8, 130 +/–10cm3
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The request to switch on the air conditioner compressor is via the air conditioning system control unit J301. The
control unit for air conditioner compressor J842 then goes into standby mode. The command for starting the air
conditioner compressor then comes from the battery manager. The speed setting for controlling the refrigerant
volume is passed to the control unit for air conditioning compressor J842 by the air conditioning system control unit
J301 using a PWM signal. The gradation is in 41 increments of 190 rpm each. There is no feedback from the air
conditioner compressor to the air conditioning system control unit J301, since it has no input for a PWM signal.
There is no diagnostic function for the

air conditioner compressor.
Liquid-cooled hybrid battery unit AX1

The hybrid battery unit AX1 reports the need for cooling via the powertrain CAN bus to the data bus diagnostic
interface J533 (gateway control unit). Via the convenience CAN bus, the request goes to the air conditioning
system control unit J301 to control the refrigerant shut-off valve for the high-voltage battery heat exchanger N542
which is integrated in front of the chiller. In addition, the request goes to the onboard supply control unit J519.
Depending on the level of cooling required for the hybrid battery unit AX1, the onboard supply control unit
actuates the circulating pump 4 V405 for the coolant circuit for the hybrid battery unit accordingly.
24
The following actuation instances are possible:
Hybrid battery unit AX1 Shut-off valve N542 Circulation pump

Circulation required – Activated
High heating required – Deactivated
Medium heating required – Deactivated
Low heating required – Deactivated
No temperature control required – Activated
Low cooling required – Activated
Medium cooling required Activated Activated
High cooling required Activated Activated
Coolant circuit for hybrid battery unit AX1

ProCarManuals.com
System overview
Hybrid battery unit AX1
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The coolant circuit for hybrid battery unit AX1 is an independent refrigerant circuit with a separate expansion tank.
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n in
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exchanger for high-voltage battery VX63 (chiller). Here there is a heat exchange with the refrigerant circuit of the
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air conditioning system. The coolant which has now been cooled then flows through the hybrid battery unit and
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25
High-voltage system
The high-voltage system

Overview and installation locations
The XL1 is the first plug-in hybrid electric vehicle (PHEV) from Volkswagen. The specifications describe a system
with which the hybrid battery unit AX1 of a vehicle can be charged with an external charger. The drive design is
based on a parallel hybrid drive. An electric motor and a combustion engine use a common drive train for the
mechanical drive.
High-voltage heater (PTC) Z115 AG. Volkswagen AG d

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High-voltage wire for

high-voltage batteries P7
26
By using the three-phase current drive as a source of power, as an alternator and as a starter, the 12-volt starter
and the alternator, as well as the poly V-belt, could be dispensed with. To ensure air conditioning independent of
the combustion engine, the electrical air conditioner compressor V470 and the high-voltage heater (PTC) Z115
were added.
Connections to the high-voltage charge current distributor SX4
High-voltage battery charging socket 1 UX4

ProCarManuals.com
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Power and control electronics

for electric drive JX1
Three-phase current drive VX54
27
High-voltage system
Warning signs
Please note that work on the hybrid vehicle performed near high-voltage components or on the components
themselves may only be carried out by qualified and therefore authorised Volkswagen high-voltage technicians.
Improper handling of high-voltage systems involves a risk of fatal injury due to electric shock.
Also observe the instructions in the Workshop Manual and on the vehicle diagnostic tester.
In order for high-voltage components to be easily identified, they have appropriate warning labels.
Warning on the front lock carrier High-voltage battery

High-voltage heater (PTC) Z115 (hybrid battery unit AX1)
Warning of a danger Warning against Crossmember

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Warning of dangerous Informational note:
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DIN 4844-2 (BGV A8)
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Warning on all high-voltage components

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s535_019
Warning of dangerous Warning against Instruction markers:

electrical voltage as per touching live parts observe the operating
DIN 4844-2 (BGV A8) instructions as per
DIN 4844-2 (BGV A8)
28
Sticker on hybrid battery unit AX1
(high-voltage battery)
3
High-voltage charge current distributor SX4
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1 High voltages can result in severe injury or even

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death. Never touch battery terminals with fingers,
tools, jewellery or other objects made of metal.
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2 The high-voltage battery contains hazardous fluid

and solid substances. In the event of gas venting,
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damage or acid discharge.
4 Always keep the high-voltage battery away from

children.
5 More detailed information and warnings can be

found in the owner's manual and in the workshop
manual.
29
High-voltage system
Combustion engine
Gearbox
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The three-phase current drive VX54 consists of the electric drive motor V141, the disengagement clutch K0 and the
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The three-phase current drive VX54 serves as:

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• Starter for the combustion engine

• An alternator for charging the hybrid battery unit mode is possible up to approx. 140 km/h.
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Technical data
AG.
Performance 20 kW
Torque 140 Nm
Efficiency Up to 93%
30
Power and control electronics for electric drive JX1
The power and control electronics for electrical drive JX1 control the power flow from the hybrid battery unit AX1
to the three-phase current drive VX54. It is also responsible for charging the 12-volt onboard supply battery. It is
installed in the vehicle in the rear of the engine compartment
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on the left-hand side side.
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Direction of travel
s535_040
12-volt DC onboard supply plug Charging cable for 12-volt battery
31
High-voltage system

Hybrid battery unit AX1 is a lithium-ion battery. It is housed in the vehicle front end on the passenger side. This is
the first time Volkswagen has used a liquid-cooled hybrid battery unit. It is integrated into the vehicle front end in
the cooling circuit for hybrid battery unit.
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Coolant connections
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Technical data
Weight 65 kg Further information can be found in Self-

Cooling system Liquid-cooled study Programme no. 527, “The e-up!”.
Number of cells 60 cells connected in series
Cell type Lithium-ion 3,75 V, 25 Ah
Nominal voltage 220 V
Nominal energy 5.5 kWh
Capacity 25 Ah
Temperature range -10 °C to +55 °C
32
Charging the hybrid battery unit AX1
The hybrid battery unit AX1 can only be charged with an XL1-specific charger unit. It is delivered with the vehicle.
It is a charger that converts the mains AC current into DC for the hybrid battery unit AX1 – unlike the e-up!, where
vehicle charging unit 1 for high-voltage battery AX4 handles this task in the vehicle. The XL1 external charger unit
charges the hybrid battery unit directly. The charger unit was designed as an external charger unit due to the
vehicle's lightweight design.
ProCarManuals.com
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Input voltage 230 V AC
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Output voltage 115 V – 220 V DC

Performance 2.0 W
Charging time Up to 3 hours
Weight 22.6 kg
33
Electrical system
The network
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E313 Selector lever J519 Onboard supply control unit

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J285 Control unit in dash panel insert J764 Control unit for electronic steering column lock
J362 Immobiliser control unit J840 Battery regulation control unit
(integrated into J285) J841 Electric drive control unit
J367 Battery monitor control unit J842 Control unit for air conditioner compressor
J400 Wiper motor control unit J966 Charge voltage control unit for
J446 Parking aid control unit high-voltage battery
J518 Entry and start authorisation control unit
34
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J982 Portable navigation and infotainment system Powertrain CAN bus

J983 Interface for portable navigation and infotainment Hybrid CAN bus
system
Dash panel insert CAN bus
J1030 Digital exterior mirror control unit 1
Convenience CAN bus
J1031 Digital exterior mirror control unit 2
J1033 Operating range display control unit Infotainment CAN bus
J1051 Emergency exit control unit LIN bus
R Radio Private CAN
V2 Fresh air blower CAN bus data wire
V470 Electrical air conditioner compressor LIN bus data wire
Z115 High-voltage heater (PTC) a Diagnosis connection
35
Electrical system
Installation locations
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Pre-fuse carrier on the 12-volt

onboard supply battery
Fuse and relay carrier,

in the vehicle front end, on the left below the
windscreen
36
Onboard supply control unit J519,
behind the relay carrier
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Electrical system
The installation locations of the control devices

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Radio R215
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unit J1033
Wiper motor control unit J400
Onboard supply control unit J519
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Communication unit
Charge voltage control unit for
high-voltage battery J966
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Digital exterior mirror control unit 1 J1030
Control unit in dash panel insert J285

Data bus diagnostic interface J533
39
Electrical system
Lighting system
With the XL1, all lights have been designed using LED technology to provide better efficiency.
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Full-LED headlights are used in the Xl1.uth The LEDs are • Daytime running light or
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Tail lights
The rear lights are designed as a visually continuous light band. There is also a high-level brake light. The light
band consists of three parts: the left, right and centre tail light.
High-level brake light
Tail light /
brake light
Turn signal
Rear fog light Reversing light

s535_042
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The digital exterior mirrors olksw
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The advantages of this system are: The system consists of the following components:
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digital exterior mirrors or by switching terminal 15. The digital exterior mirrors cannot be diagnosed with the
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Digital exterior mirror

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control unit 2 J1031 Onboard supply control unit J519
Display
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Camera for digital exterior mirrors Row of buttons in the centre console
41
Electrical system
Installation locations
The camera for the digital exterior mirror is located in a protective housing at the front of each door wing pivot.
The housing also incorporates the turn signal repeater.
The display is recessed into the door panel. Below the display is the control device for digital exterior mirror J1030
(driver side) and J1031 (passenger side).
Camera
Side turn signal Camera
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s535_045
42
Camera
The camera system is supplied by Kappa. It consists of a lens system with an aperture and neutral density filter to
adjust the image to any lighting conditions. This ensures that there is a high-contrast and glare-free image in any
lighting situation. The image is transferred via an APIX interface and the power is also supplied through this
interface.
Features of the camera
• Camera with controlled electromechanical aperture including neutral density filter (for expansion of the
aperture area)
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• Dimensions: 34 mm x 34 mm x 41 mm
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Circuit board with image sensor

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Cover glass
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43
Electrical system
Display
The camera image is processed by the control device for digital exterior mirrors and transmitted over the APIX
interface to the display. Power is supplied through this interface.
Display
s535_049
ProCarManuals.com
Connection – data transmission and

power supply (APIX)
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APIX – Automotive Pixel Link – is a high-speed bus system
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Zoom-out display
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recorded. This image is designed so that an
undistorted picture is shown on the display. In
addition, the symbol R appears in the upper outer
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s535_051
Error representation
If there is a fault or system failure, a red cross is

displayed on a black background.
s535_052
45
Electrical system
The vehicle ECG (Fahrzeug-EKG®)

The XL1 is the first production vehicle to have a vehicle ECG installed.
The vehicle ECG is a telemetry system that records data from the CAN bus system and sends it to Volkswagen AG
through a mobile network connection.
This data is used for customer and vehicle care. If an event occurs, the base operation that monitors the XL1
receives an automated notification with relevant data of the event.
There are three different types of events:
• Planned service event (such as oil change interval reached)

• Unplanned service event (such as yellow warning light in the dash panel insert lights up)
• Necessary service event (such as red warning light in the dash panel insert lights up)
Depending on the notification received, the base operation can act and schedule an appointment or have the
vehicle towed in if necessary.
ProCarManuals.com
The vehicle ECG is fitted with an XL1-specific configuration. The entire system consists of three components:
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The system is installed in the luggage compartment on the right-hand side.

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Connections of the vehicle ECG
Ethernet
Configuration connection
LED
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LED display on the vehicle ECG

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Four LEDs are housed in the enclosure of the vehicle ECG. These provide information about the condition and
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Flashing Not planned Not planned Terminal 15 off and ECG

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Illuminated An event was detected; Terminal 15 was Terminal 15 on and ECG

data is being recorded detected; the system has is switched on
and prepared for trans- been checked and is fine
mission
47
Infotainment
The infotainment system

The infotainment system consists of the portable navigation and infotainment system J982 and radio R215. The
portable navigation and infotainment system J982 serves as a control panel. The buttons for controlling the volume
are located in the centre console.
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Maps & more
Radio R215 s535_054
48
System overview
As is the case in other vehicles, the radio R215 and portable navigation and infotainment system J982 are linked
using the LIN data bus. An innovation in the XL1 is volume control using the onboard supply control unit J519.
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Front left LIN bus Infotainment
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Radio reception is ensured by the window aerial R31 in the front window. For reasons of aerodynamics, it was
decided not to use a shark fin aerial or short rod aerial.
Aerial amplifier R24
Portable navigation and

infotainment system J982
Window aerial R31
Radio R215
s535_056
49
Infotainment
Hybrid-specific displays
Fully electric driving
Power flow
s535_057
Driving using the combustion engine

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Power flow
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Energy recovery
Power flow
s535_061
Driving using the combustion engine and charging

ProCarManuals.com
the hybrid battery unit
Power flow
s535_062
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For more information about the function and menu navigation of the portable navigation and
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infotainment system J982, please refer to Self-study Programme no. 500 “The up!” and Self-study
Programme no. 527 “The e-up!”.
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51
Service
Special tools
Description Tool Usage
T0100 Installation and removal of engine with engine-

gearbox jack
Drive train support
s535_063
T01101 Installation and removal of hybrid battery unit

with engine-gearbox jack
Battery support
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T01102 tho For securing the release screws on tthe
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T01103/1 Adjustment of the screw-type spring legs
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T01103/2 Adjustment of the screw-type spring legs
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Joint hook wrench
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T01104 Filling the cooling system with the cooling

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T01105 For testing the function of the overpressure
valve in the cover cap of the cooling system
Adapter with the cooling system testing device
V.A.G 1274 B
s535_069
T01106 Installation and removal of the hybrid battery

unit
Retaining band
s535_070
52
T01107 Removal of the coolant hoses in the front axle

area
Spark plug connector pliers
s535_071
T01108 Installation and removal of the electric drive

motor
Socket XZN18
s535_072
T01109 Installation and removal of the electric drive

motor
ProCarManuals.com
Socket XZN8
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VAS 6131/18 ss Mounting the power unit on the scissor-type
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Rivet set Replacing the threaded rivets on the body
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The special tools are given to the dealer as a permanent loan.
Service intervals
ProCarManuals.com
Service event km* time*
Oil change service Every 5000 Every 12 months
Inspection service Every 10,000 Every 12 months
* depending on which event occurs first
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© VOLKSWAGEN AG, Wolfsburg

All rights and rights to make technical alterations reserved.
000.2812.92.20 Technical status 09/2014
Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
38436 Wolfsburg, Germany
 This paper was manufactured from pulp that was bleached without the use of chlorine.

The XL1: Service Training

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The XL1: Service Training

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Service Training

Self-study Programme 535

Heating and air conditioning system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

The production location of the XL1

XL1 technical data

Maximum total power 51 kW

Maximum total torque 140 Nm

Battery technology Lithium-ion battery

Hybrid battery unit voltage 220 volts

Energy capacity of the hybrid battery unit 5.5 kWh

Top speed 160 km/h

1665 mm n AG. Volkswagen AG do

Weights, volumes and other data

Kerb weight 795 kg Drag coefficient 0.189

Battery weight 65 kg Payload 175 kg

Side collision crossmember Integrated roll bar

Front end made of Monocoque Rear end made of an

smaller window can be opened and closed by the window handle.

Front door hinge Upper door hinge Door lock

Complete seat CFRP shell

The instrument panel

The instrument panel of the XL1 is made of natural fibres.

The occupant protection

The 0.8 l 35 kW TDI engine

• Cylinder block made of aluminium alloy with molten

• Emission control module with oxidising catalytic

Engine code CSCA

Design 2-cylinder in-line engine

Max. torque 120 Nm at 2000–2500 rpm 40 15

Engine management Bosch EDC 17 20 10

Fuel Diesel in accordance with 1000 2000 3000 4000 5000

Exhaust gas aftertreat- Dual-circuit exhaust gas

ment recirculation system,

oxidising catalytic converter,

The coolant circuits include the following components:

High-temperature coolant circuit

• Circulation pump 3 V404

• Heat exchanger for heater / air conditioning system

• High-voltage heater (PTC) Z115

• Circulation pump 5 V406

Low-temperature coolant circuit

• Charge air cooler

• Circulation pump V55

• Coolant expansion tank for low-temperature coolant circuit

Coolant circuit for hybrid battery unit

• Hybrid battery unit AX1

High-temperature coolant circuit

Expansion tanks for the

Exhaust gas recirculation cooler

for mechanical V338

Mechanical coolant Oil cooler

switched on and off

Heat exchanger for heater /

air conditioning system

Circulation pump 2 V403

Circulation pump 3 V404

Circulation pump 5 V406

Low-temperature coolant circuit

Charge air cooler

The coolant circuit for the hybrid battery

The 7-speed dual clutch gearbox

Gearbox designation 0CG.B

Maximum torque 140 Nm