Self-Study Programme 218 The Lupo 3L - VolksPage.Net

Service. 

Self-Study Programme 218 

The Lupo 3L 

Design and Function

2 

Volkswagen developed the world's first 

3-litre car on the basis of the Lupo. This car is 

now in series production. 

The development goal was to design a fully 

fledged vehicle that achieves a fuel consumption 

of 3 litres per 100 km. 

The Lupo 3L still meets the Volkswagen Group's 

requirements relating to environmental 

compatibility, safety and comfort. 

The Self-Study Programme 

is not a Workshop Manual. 

Please always refer to the relevant Service Literature 

for all inspection, adjustment and repair instructions. 

This task could only be fulfilled by using the 

latest technologies and production processes. 

That is why roughly 80% of all parts used in the 

standard Lupo have been redesigned. 

This Self-Study Programme gives you a general 

insight into the 3-litre car. 

The following Self-Study Programmes relating to the Lupo 3L are also available: 

SSP 209 1.9 l TDI Engine with Pump Injection System 

SSP 216 LUPO 3L Body 

SSP 221 The DS085 Electronic Manual Gearbox 

SSP 223 The 1. 2 l TDI Engine 

SSP 225 Electro-mechanical Power Steering Gear 

New Important 

Note

Table of contents 

The trendsetter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 

The 1.2 l TDI engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 14 

Electronic manual gearbox 085. . . . . . . . . . . . . . . . . 22 

The running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

The electrical system . . . . . . . . . . . . . . . . . . . . . . . . . 41 

Heating and air conditioning . . . . . . . . . . . . . . . . . . . 46 

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 

3

4 

The trendsetter 

Towards a new understanding 

of the motor vehicle 

The mass mobilisation of mankind has had 

a profound effect on the environment. 

The issues central to the debate on the 

environment are: 

- economical use of raw materials 

and energy, 

- air and 

water pollution control 

- potential climatic changes. 

The 3-litre car has become a buzzword. 

The ´3-litre car´ is an eco-friendly concept 

embracing all the stages in the life-cycle of a 

product from manufacturing and utilisation 

through to recycling. 

The Lupo 3L as a technological 

pathfinder for future vehicles 

218_112 

Volkswagen has responded to this challenge by 

developing the Lupo 3L. 

The resulting vehicle reflects a new trend towards 

ultra-low fuel consumption without doing without 

mobility, comfort and safety. 


The Lupo will also become the trendsetter for other vehicles: 

The lightweight design concept and drivetrain technology, for example, will in future not only be reflected 

in the Lupo 3L.

The 3-litre concept 

The demand for a fuel consumption of 3-litres 

per 100 km sets high design standards. 

How can these standards be met? 

1. By systematically saving weight 

throughout the vehicle 

2. By improving the 

drivetrain technology 

3. By reducing 

aerodynamic drag 

4. By reducing 

rolling resistance 

Only small improvements are achievable with 

regard to rolling resistance and aerodynamic 

drag. Weight savings and drivetrain technology 

are therefore the key factors from a design 

viewpoint. 

DIESEL 

3-litre 

There is a conflict between saving weight 

another aims: 

- to maximise safety 

- to offer a high level of comfort 

- to provide room for four persons 

- to keep environmental pollution down to a 

minimum by selecting appropriate materials 

and manufacturing processes, and 

- to be able to recycle materials sorted into 

clean material streams 

Volkswagen had set itself the goal of designing a 

vehicle which fulfills all of these conflicting 

requirements. It was therefore necessary to find 

the best possible compromise for each of these 

requirements. 


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6 


What has weight saving got to do with the energy balance? 

The energy balance of the Lupo 3L 

In an energy balance, two energy amounts are compared with one another. 

Energy required for manufacturing: 

- Extraction of materials, e.g. 

aluminium and magnesium 

- The energy consumed in the 

production process 

Product recycling: 

Energy consumption during 

manufacture and recycling 

- Recycling of materials 

- Disposal of materials 

What is the Lupo 3L all about? 

Energy consumption during use 

Energy consumption during use of the vehicle: 

- Consumption of fuels and lubricants 

- Energy consumption during care and 

maintenance 

A major development goal was to reduce fuel consumption to a low level 

as part of an eco-friendly integrated concept. 

This concept also involved utilising available technology to the full in order to minimise 

environmental pollution. 

In other words, if a vehicle consumes less fuel in operation but a lot more energy during its manufacture, 

then the environment has effectively gained nothing. 

The balance shown above would tip to the left in this case. 

During the production of the Lupo 3L, available technology was utilised to manufacture and recycle 

materials in an ecologically compatible manner. 

The result is that the energy balance of the Lupo 3L is positive. The total energy input is much lower 

than that of other vehicles. 

218_090

The light-weight design concept 

In comparison with the Lupo SDI, weight has been saved in the following areas: 

Body: 

Systematic light-weight construction through the 

use of light alloys, high-strength sheet-metal 

panels and window panes of thin-glass 

construction. 

Running gear: 

Use of aluminium (e.g. on the 

front axle) and magnesium (e.g. for the 

steering wheel) as a substitute for steel. 

Engine/gearbox unit: 

Installation of a 3-cylinder engine with an 

aluminium cylinder block and a lighter gearbox 

(e.g. hollow shafts). 

Equipment (trim): 

Lightweight design modifications down to the 

smallest detail (e.g. seats with aluminium frame), 

as well as weight-saving insulating materials. 

As a result, the Lupo 3L now weighs only 830 kg. That's 150 kg less than the Lupo SDI. 


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8 


Light-weight body design 

The doors, wings and 

bonnets are made of aluminium 

Insulating-materials made of 

lightweight materials 

The following measures were also taken: 

Windows (thin glass) 

Please refer to Self-Study Programme No. 216 

"Body of Lupo 3L”. 

Tailgate of aluminium/ 

magnesium composite 

construction 


Seats with aluminium frame 

State-of-the-art production and joining systems were used to build the lightweight body. These include: 

- The fasteners (bolts, etc.) have coatings which prevent them from coming directly into contact with 

aluminium and magnesium 

- The joints on the bonnet and doors are roll-and-pierce riveted as on the Audi A8 

- Clinching is used on the doors 

- Laser welding was used to produce high-quality joints, e.g. between the body side panels and the sills, 

or between the roof outer skin and the upper ends of the A and B pillars.

Aerodynamics 

Aerodynamic vehicle contours reduce fuel consumption. For this reason the body of the Lupo 3L has 

been redesigned to improve: 


Further measures: 

- Closed radiator grille: 

the cooling air flow enters the engine from below 

- Spoiler on front bumper 

Body 

contour 

Lupo 

Lupo 3L 


- Side skirt with 

special air deflectors 

- The shape of the tailgate 

- Rear bumper with 

integral diffusor 

- The enlarged front track width with front wheels 

flush with the outer body optimise the air stream from the outer skin via the wheel housing, 

- The suspension of the Lupo 3L has been lowered by 10 mm to improve air flow on the underside of the 

vehicle 

- The joint dimensions have been reduced still further. 

Thanks to these measures, the Lupo 3L has a drag coefficient of 0.29 compared with 0.32 for the 

standard Lupo SDI. This is an extremely low cd figure for a vehicle of this size. 

Rear 

diffusor 

218_160B 

9

10 


The engine/gearbox unit 

At the present level of technological 

development, an extremely low consumption 

figure of 3-litres per 100 km can only be 

achieved using diesel technology. 

The engine and the gearbox have been 

developed hand in hand with one another. 

Engine: 

The result of this development work was a 

1.2-litre 3-cylinder diesel engine with an 

aluminium cylinder block, pump injection system, 

turbocharger and 

charge air cooler. 

Very high injection pressures of up to 2050 bar 

can be produced by the pump injection system. 

High fuel combustion efficiency is the result. This 

in turn means lower fuel consumption and cleaner 

exhaust emissions. 


Gearbox: 

The Lupo 3L has an electronic manual gearbox. 

It is derived from manual gearbox 085, and 

gearshifts are performed automatically. 

Engine and gearbox management system 

of the Lupo 3L: 

To achieve a consumption figure of 3 litres per 

100 km, the Lupo 3L has an Economy mode 

in which the engine and gearbox management 

systems interact closely. 

Driving in Economy mode means: 

- the gearbox is operated automatically and 

the shift points are selected for optimal 

consumption 

- engine power is reduced in order to optimise 

consumption 

- a stop/start function shuts down the engine 

while the vehicle is stationary, e.g. at traffic 

lights 

A performance-based sport mode and a 

manually operated Tiptronic function are also 

available. 

You will find more detailed information under 

"1.2 l TDI engine” and 

"The DS085 Electronic Manual Gearbox”, as 

well as in Self-Study Programmes 

No. 209 and No. 221.

The outstanding feature 

of the Lupo 3L is its low fuel consumption, hence the name '3L'. 


This is the part of the MVEG cycle which is used 

to calculate the vehicle's fuel consumption. 

Further information on 

fuel consumption 

- You’ll find information on how to drive 

economically in the Owner's Manual 

for the Lupo 3L. 

- Optional extras such as air conditioning 

or power steering increase fuel consump 

tion. 

Fuel consumption in accordance with the 

MVEG standard 

Fuel consumption is tested in accordance with 

the MVEG (Engine Vehicle Emission Group) standard 

applicable throughout the EU. This test 

incorporates a variety of vehicle states which 

simulate both the urban cycle and the extraurban 

cycle. The MVEG test serves to determine 

the consumption of a vehicle. The test figures are 

applicable throughout the European Union. 

The MVEG consumption figure for the Lupo 3L 

is 2.99 litres per 100 kilometres. It it therefore the 

first production 3-litre car in the world. 

Consumption curve: 

The diagram shows the momentary consumption 

of the vehicle at a constant speed as a function 

of the gear engaged. 

The diagram clearly shows that, in addition to 

road speed, the choice of gear is a key factor in 

fuel economy. 

This is how the Economy mode works: 

when driving at a constant speed (e.g. 50 kph), 

upshifts are executed early; to accelerate, the 

gearbox shifts down again. 

The diagram cannot show the many factors 

which influence fuel consumption in real life. 

These include: 

- accelerating or coasting, 

- headwind or tailwind, 

- uphill gradient or downhill gradient, 

- tyre pressure (is it correct or too low?) 

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12 


Safety features 

The Lupo 3L has adopted the safety equipment 

and features of the Lupo SDI. 

It has inertia-reel seat belts for the driver and 

front passenger complete with a belt-fastened 

recognition sensor, belt force limiter and 

ball-type tensioner. 

The rear seat bench has inertia-reel seat belts, 

and there is a lap belt for the middle seating 

position. 

The Lupo 3L is fitted with driver's and 

front passenger's airbags as standard. 

The airbag module fitted on the driver's and 

front passenger's sides have volumes of 52 litres 

and 100 litres respectively. 

Two side airbags with a volume of 12 litres each 

are fitted depending on regional market 

requirements. 

The fixing of the airbag module had to be modified in order to accommodate the 

new steering wheel. 

Please observe the detailed instructions given in the relevant Workshop Manual. 


Lupo 3L and Lupo SDI 

The specifications of the Lupo 3L and Lupo SDI in comparison with one 

another in the table below. 




Lupo SDI Lupo 3L 

Engine power [kW] 44 at 4200 rpm 45 at 4000 rpm 

Specifications 

Torque [Nm] 115 at 2200-3000 rpm 140 at 1800 - 2400 rpm 

Number of cylinders/displacement [cm 3 ] 4/1716 3/1191 

Maximum speed [kph] 157 165 

Drag coefficient c d 0.32 0.29 

Weight [kg] 980 830 

Dimensions [mm] 

Length (a) 

Height (b) 

Width (c) 

3527 

1460 

1639 

a 

3529 

1455 

1621 

c 

b 

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The 1.2-litre TDI engine 

The 1.2 l TDI engine 

is a 3-cylinder inline engine based on the 

4-cylinder in-line engine with no intermediate 

shaft. 

This engine was designed specially for the 

Lupo 3L and is the first diesel engine in the 

Volkswagen Group to have a diecast aluminium 

cylinder block. 

The development goal was to reduce fuel consumption 

systematically. 

This goal was achieved by means of: 

- a pump injection system 

- weight saving measures, and 

- friction reduction measures 

Specifications 

Engine code ANY 

Type 3-cylinder in-line engine 

Displacement 1191 cm 3 

Bore / stroke 76.5 mm / 86.7 mm 

Compression ratio 19.5 : 1 

Firing order 1 - 2 - 3 

Engine management system BOSCH EDC 15P 

Fuel type Diesel 

min. 49 CN or biodiesel (RME) 

Exhaust gas aftertreatment Exhaust gas recirculation and oxidation catalytic converter 

The engine conforms to the D3 exhaust emission standard 


You will find more detailed information on 

1.2-litre TDI engine in 

Self-Study Programme No. 223.

Power output and torque 

As already mentioned in the chapter entitled 

"Trendsetter", the Lupo 3L can be operated in 

Economy mode to optimise fuel economy and, 

alternatively, in performance-based Sport mode. 

Comparison of power output curves 

[kW] 

45 

40 

35 

30 

25 

20 

15 

10 

5 

Sport mode 

ECO mode 

0 1000 2000 3000 4000 


As the comparison performance curve shows, 

maximum power output in Sport mode is 45 kW 

at 4000 rpm. In Economy mode, maximum 

power output is 33 kW at 3000 rpm. 

[rpm] 

In Economy mode, the engine control unit 

reduces engine power output. 

[Nm] 

Comparison of torque curves 

250 

225 

200 

175 

150 

125 

100 

75 

Sport mode 

ECO mode 

0 1000 2000 3000 4000 


In Sport mode, maximum torque is 140 Nm at an 

engine speed of 1800 rpm and is available up to 

an engine speed of 2400 rpm. 

In Economy mode, the maximum torque of 

120 Nm is available at engine speeds ranging 

from 1600 to 2400 rpm. 

[rpm] 

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16 


The pump injection system 

The 1.2 l TDI engine is fitted with a 

pump injection system. 

Complete combustion depends on good mixture 

formation. 

To achieve this, the fuel must be injected in the 

correct quantity and at the correct point in time 

in a finely atomised form. 

Camshaft 

The pump injection system has a pump injector in 

the cylinder head for each cylinder. These units 

are driven by an additional cam on the valve 

camshaft via a roller-type rocker arm. 

Roller-type rocker arm 

209_086 

Pump injector 

Fuel return line 

Fuel supply line

In the pump injector, the pressurising pump is 

combined with the injector and the control unit. 

This compact design results in a low 

high-pressure volume which makes injection 

pressures of up to 2050 bar possible. The engine 

management system controls pressure build-up, 

the commencement of fuel injection and injection 

quantity via the solenoid valve. 

The pump injection system has the following 

advantages over a distributor injection pump: 

- low fuel consumption, 

- lower pollutant emissions, 

- high efficiency and 

- low combustion noise. 

Injector 

209_014 

Pressurising 

pump 

Control unit 

(solenoid valve) 

You’ll find more information on the design and mode of operation of the pump injection system in 

Self-Study Programme No. 209. 

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Weight-saving measures 

The cylinder block 

is made of aluminium and has 

cast-in grey cast iron cylinder liners. 

The crankshaft should not be not slackened or removed. 

Even slackening the bearing cover bolts will cause the aluminium bearing seats to lose shape. 

If the bearing cover bolts are slackened, the cylinder block must be replaced complete with the 

crankshaft. 

The exhaust system 

comprises two oxidation catalytic converters and 

a single silencer. 

To reduce weight, the wall thicknesses of the 

exhaust pipes have been reduced. The exhaust 

manifold is a diecasting, but it is manufactured 

from sheet steel. Only one silencer is needed due 

to the low engine displacement. The exhaust 

system is made of stainless steel in order to 

inhibit corrosion. 


Oxidation catalytic converter 


Silencer

Cylinder head 

nut 


0W 30 

VW50600 

Tension bolts 

Cylinder head 

nut 

Crankshaft Bearing cover 

For installation, the tension bolts are 

screwed into the cylinder block and fixed 

in place using "Loctite” locking fluid. 

They cannot be replaced. 


Friction-reducing measures 

The tension bolts 

Steel pins are used as tension bolts. They join the 

cylinder head, the aluminium cylinder block and 

the crankshaft bearing cover. 

Aluminium is not as strong as grey cast iron. Due 

to the high combustion pressures which build up 

inside this engine, use of a conventional 

threaded connection for the cylinder head in the 

cylinder block is risky because the threaded 

connection may become undone. 

For this reason, the cylinder head and the 

cylinder block are joined by means of tension 

bolts. Tension bolts allow a continuous flow of 

force from the cylinder head to the bearing 

cover. This ensures a safe threaded connection 

and reduces stresses in the cylinder block. 

The engine oil 

The 1.2 l TDI engine is filled with VW 50600 

engine lube oil. This oil has the specification 

0W30, which means it produces less friction than 

the engine oil used previously. 

Further advantages of this oil grade are that it 

can withstand higher thermal stresses and has 

better cleaning properties. 

The engine oil may not be mixed with other oils so as not to impair its lubricating properties. 

Please observe the instructions given in the Workshop Manual. 

19

20 


Further technical features 

The balancing shaft 

has the task of reducing engine vibration. 

The upwards and downwards movements of the 

piston and conrod in the engine crank drive 

produce forces which act upon the crankshaft. 

The layout of the crank pins in a 3-cylinder inline 

engine is such that these mass forces are not 

compensated and cause vibration. 

Chain tensioner 

Deflection 

pulley 

Oil pump drive gear 

Balancing shaft 

To make the engine run smoothly, the balancing 

shaft rotates in the opposite direction to the 

engine. The balancing shaft is driven by the 

crankshaft via a chain and is secured to a 

ladder-type frame. The chain also drives the oil 

pump and is tensioned by a 

hydraulic chain tensioner. 


Crankshaft 

Bearing cover 

Ladder-type 

frame 


Balancing shaft



Primary catalytic converter 

Main catalytic converter 


The cooler for exhaust gas recirculation 

The engine has a cooler for exhaust gas 

recirculation. It is connected to the coolant circuit. 

Cooling the recirculated exhaust gases allows a 

higher volume of exhaust gas to enter the 

combustion chamber. As a result, the combustion 

temperature drops and fewer nitrogen oxide 

emissions are produced. 

Variable turbine geometry 

The variable turbine geometry has quick 

response at low engine speeds and reduces 

backpressure in the exhaust in the part-throttle 

range. The result is improved bottom-end torque 

and lower fuel consumption. 

The variable turbine geometry is described in 

Self-Study Programme No. 190. 

Oxidation catalytic converter 

The Lupo 3L has a primary catalytic converter 

and a main catalytic converter. The primary 

catalytic converter is positioned close to the 

engine so that it can heat up quickly and reach 

its operating temperature early. These measures 

help to reduce pollutant emissions. 

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Electronic manual gearbox 085 

The 085 electronic manual gearbox was developed specially for the Lupo 3L and is operated by means 

of an electronic gate selector lever. The development goal was to reduce fuel consumption. 

This gearbox is based on conventional manual gearbox 085 which was revised to incorporate several 

weight-saving measures. 

To save weight: 

- the shafts were drilled hollow 

- the crown wheel was drilled 

- the 5th gear is spoked 

- the cheeks of the gear wheels were 

recessed to make them lighter 

- oil capacity was reduced by 0.2 litres while 

maintaining 

the same oil level by modifying the housing 

Why a manual gearbox? 

A manual gearbox has the following advantages 

over an automatic gearbox: 

- it is lighter, and 

- it is more efficient 

A manual gearbox with the characteristics of 

an automatic gearbox 

There is no clutch pedal. The manual gearbox is 

operated automatically via a hydraulic selector 

lever. 

A control unit decides what gear is to be 

engaged by means of the selector. As a result, 

the engine operates in the optimal torque range 

with regard to fuel economy. 

Despite having the characteristics of an 

automatic gearbox, the manual gearbox still 

provides a choice of automatic or manual 

gear-changing. 

The manual gear-changing mechanism is the 

same as in the Tiptronic. 


The gear change system 

The driver can move the electronic gate selector lever into two 

selector gates. 

The ´Stop´ position is not equivalent to the ´Park´ position 

in an automatic gearbox. It is also necessary to apply the 

handbrake. If the handbrake is not applied, a warning lamp 

on the dash panel will flash for up to 5 minutes. 

Manual gearshifts 

In Tiptronic mode, each gear is engaged 

individually. 

Upshifts 

Middle position 

Downshifts 

The engine is shut down automatically when the 

vehicle is stationary and first gear is selected. 

The can be started as soon as the driver's door is 

closed and the brake pedal is pressed. 


Automatic gearshifts 


To put the vehicle in reverse, press the Lock 

button at the head of the gate selector lever 

and the brake. 

In the neutral position, it is possible to start the 

engine when the driver's door is closed and the 

brake is pressed at the same time. 

In this position, gears are engaged 

automatically. 

In Economy mode, the stop/start function is 

deactivated and the vehicle runs very 

economically. 

Even in Economy mode, the driver 

can still utilise the engine's full power 

by means of a kickdown function. 

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The electronic manual gearbox 085 

System overview 

Switch for 

electronic manual gearbox 

E262 

Potentiometer for selector 

lever forwards/backwards 

GG272 

Switch for 

gate recognition, selector 

lever F257 

Switch for N-recognition, 

selector lever F258 

Switch for stop recognition 

F2559 

Potentiometer -2- for gear 

recognition G240 

Potentiometer -1- for gear 

recognition G2339 

Clutch movement sender 

G162 

Sender for hydraulic 

pressure G270 

Gearbox speed sender G388 

Coolant temperature sender 

G62 

Brake pressure switch F270 

Door contact switch, 

driver's side F2 

Bonnet switch 

F22007 

Diagnostic connection 

Electronic manual 

gearbox control unit 

J514


CAN databus 

Handbrake warning lamp 

K14 

Selector lever lock solenoid 

N110 

Valves 1 + 2 for 

selector lever N286, N287 

Valves 3+ 4 for 

selector lever N284, N285 

Hydraulic pump 

Clutch positioner valve 

N255 

Diesel direct injection system 

control unit J248 

Control unit for display unit 

in dash panel insert J285 

ECO 

Warning lamp 

for Economy 

mode 

e.g. 

coolant temperature signal 

accelerator pedal position signal 

Gearshift 

indicator 

ABS control unit 

25

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System design 

The electronic manual gearbox comprises three main elements: 

● the electrics 

● the hydraulics, and 

● the mechanicals 

The electrics 

comprise sensors, actuators and the gearbox control unit. The control unit can recognise the actual state 

of the system, e.g. what gear is currently engaged, from the signals which the sensors generate. 

The input signals are processed in the gearbox control unit. The output signals for activating the 

actuators are then calculated, e.g. for a gearshift operation. 

The components the electrical system are: 

- The electronic gate selector lever 

A single potentiometer and three micro-switches on the gate selector lever 

determine the position of the selector lever and transmit this information to the 

gearbox control unit. 

- The electronic accelerator pedal 

transmits the current position of the accelerator pedal to the engine control unit. 

The engine control unit then transmits a corresponding signal along the CAN 

databus to the gearbox control unit. 

- Potentiometer on selector and clutch actuator 

One potentiometer recognises the selector gate position. 

The second potentiometer recognises the gear row, e.g. 3rd or 4th gear. 

The potentiometer on the clutch actuator recognises the current clutch position. 

- The gearbox control unit 

calculates the optimal gear position on the basis of 

this information and activates the gearshift operation. 

- An electro-hydraulic valve for the clutch actuator 

is activated when the clutch is activated via the hydraulics. 

- Four electro-hydraulic valves on the selector lever 

admit the system pressure to the hydraulic piston in the gear 

selector depending on requirements and activate a gear operation.

The hydraulics 

The system utilises the hydraulics to execute the 

necessary movements, e.g. clutch engagement/ 

disengagement or gearshift operations 

The components the hydraulics are: 

- A hydraulic pump and pressure 

accumulator 

generates the system pressure which is 

required in order to be able to perform 

gearshifts and operate the clutch. 

The pressure accumulator keeps sufficient oil 

and pressure in reserve to allow a quick 

response. 

- A clutch actuator 

engages and disengages the clutch during 

gearshift operations. 

- A selector lever 

moves the selector shaft via hydraulic pistons. 

The mechanicals 

are the same as in manual gearbox 085 

The individual gears are engaged via 

the selector shaft: 

- The selector gate is selected 

through rotation of the selector shaft 

- A gear is selected through backwards and 

forwards movements of the selector shaft. 

Selector shaft 



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CAN databus 

CAN means: Controller Area Network. 

The gearbox control unit connected to the diesel 

direct injection control unit, the ABS control unit 

and the dash panel insert via the CAN databus. 

Electronic manual gearbox control unit 

CAN databus – gearbox control unit: 

- Glow plug data 

(diesel engine) 

- Engine speed 

- Engine torque 

- Accelerator pedal position 

- Engine run mode 

- Brake pedal signal 

The control units exchange information along the 

CAN databus. As a result, multiple control units 

can process the information generated by a 

sensor and activate their actuators accordingly. 

Then gearbox control unit controls the gearshift 

operations depending on the data acquired, 

e.g. engine speed, wheel speed, engine load, 

brake activation etc. 

CAN databus – engine control unit: 

- Engine torque control 

- Engine shut-off 

Diesel direct injection system control unit

For example, the gearbox control unit informs 

the engine control unit that engine torque has 

been reduced when the clutch is 

engaged/disengaged. 

The control unit for the dash panel insert obtains 

the position of the gate selector lever and 

whether the vehicle is currently being driven in 

Economy mode from the gearbox control unit via 

the CAN databus. 

This is indicated by warning lamps in the 

dash panel insert. 

Control unit with display unit 

in dash panel insert 

CAN databus – control unit for 

display unit in the dash panel insert: 

- Signal switch for 

electronic manual gearbox 

- ECO mode indicator, fuel consumption 

indicator, shift indicator, etc. 



CAN databus – ABS control unit: 

- Wheel speed sensor signal 


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The stop/start function 

The Lupo 3L has a stop/start function in Economy mode. 

What does this mean? 

In stationary phases, the engine is shut down in order to avoid unnecessary fuel consumption. 

This happens when the foot brake is kept pressed down for longer than three seconds. 

What conditions must be met before the engine is shut down automatically? 

1. 

2. 

3. 

4. 

5. 

The gate selector lever is in 

position E. 

Economy mode is 

active. 

The brake must be kept pressed down 

for at least three seconds. 

The brake pressure switch indicates 

that a certain brake pressure is being 

applied to the brakes. 

The ABS wheel speed sensor, as well 

as the gearbox speed sender and the 

speedometer sender signal to the 

system that the vehicle is stationary. 

6a. 

6b. 

6c. 

6d. 

6e. 

The coolant temperature must 

be higher than 17°C. 

The intake air temperature must be 

higher than 0°C. 

The auxiliary heater must not 

be switched on. 

The headlights must be switched off. 

The alternator load factor must not 

exceed 55%.

How does the vehicle resume operation? 

1. 

2. 

3. 

The driver releases the 

brake pedal. 

The gearbox control unit starts 

the engine. 

The gearbox control unit ends the 

starting cycle and allows the starter 

to disengage. 

1 

0 

2 

3 

4 

ECO 

ECO 


218_147A 

4. 

5. 


The gearbox control unit activates the 

clutch and engages first gear. 

The driver presses the accelerator 

pedal. The vehicle accelerates. 

The switch for 

electronic manual gearbox E262 

is integrated in the dash panel. 

The ECO mode can be activated and 

de-activated with this switch. 

31

32 

The running gear 

The running gear is also a factor contributing to 

the Lupo 3L's consumption of 3 litres per 100 km. 

Weight was saved by using light alloys 

e.g. for the subframe. 

The running gear also influences the vehicle's 

aerodynamic characteristics. 

The running gear was improved compared to the 

Lupo SDI by 

- lowering the vehicle 10 mm, and 

- streamlining the outer contour 

of the rims 

The wheel bearings, the brake system and the 

low-friction tyres developed by Bridgestone 

specially for the Lupo 3L also affect fuel 

consumption. 

The following features are presented 

next pages: 

- the lightweight front axle 

- the wheel bearing 

- the rear axle 

- the steering 

- the electro-mechanical power steering 

- the brakes 

- the active wheel sensor, and 

- the puncture repair set 



Subframe 

Axle guide with rubber mounting and ball joint 

The subframe and the axle guide are made of 

aluminium. The brackets are diecastings. As a 

result, the axle on the Lupo 3L weighs 25% less 

than the standard Lupo axle. 

Four bolts join the brackets and the steering gear 

to the subframe. 

The lightweight front axle 

The Lupo 3L has a front axle with 

McPherson suspension struts. They comprise 

aluminium dampers and coil springs made of 

high-tensile steel. 

The following are also new developments: 

- the subframe 

- the brackets 

- the axle guide with integrated 

guide links 

Steering gear 

Brackets 


The track width of the front axle was 

enlarged by 33 mm compared to the Lupo SDI. 

As a result, the wheels are flush with the outer 

body. This flushness with the outer body improves 

the vehicle's aerodynamics. 

The larger track width improves the vehicle's 

cornering ability. 

33

34 


The wheel bearing 

The wheel bearing is a two-row angular 

continuous ball bearing with integrated 

wheel hub. 

The pretension on the wheel bearing is provided 

by flanging the bearing inner race with the 

wheel hub. A ring with 10 retaining lugs is fitted 

on the wheel bearing. These lugs lock into a 

groove on the wheel bearing housing when 

pressed in and hold the wheel bearing in 

position. 

Bearing inner 

race 

Wheel hub 


Movement when removing 

the bearing 

Retaining lug 

You require special tool T 10064 in order to install the wheel bearing. 

Also refer to page 52 in the chapter entitled "Service". 

218_035A 

When removing the wheel bearings, the 

the retaining lug will break off and a 

new wheel bearing has to be fitted.



The rear axle 

The rear axle has the same design as the rear 

axle of the Lupo SDI. As with all suspension 

parts, the rear axle has been adapted to meet 

the weight-oriented requirements of the Lupo 3L. 

The coil springs and the shock absorbers are laid 

out separately in order to maximise the loading 

width. 

The suspension springs are made of high-tensile 

steel and are shorter than the springs used in the 

Lupo SDI. 

The twin-sleeve shock absorbers are made of 

aluminium. 

The steering 

The steering column is the safety steering 

column. 

It prevents upward intrusion of the steering 

wheel into the occupant cell during a crash and 

optimise the position of the airbag relative to the 

occupants. 

The steering wheel is made of magnesium. 

The steering wheel rim is padded and the spokes 

are painted. The paintwork reduces the 

temperature of the steering wheel spokes when 

exposed to direct sunlight. 

35

36 


The electro-mechanical power steering 

The Lupo 3L can be equipped with power 

steering. As power steering increases fuel 

consumption, Volkswagen has developed a new 

electro-mechanical power steering system in 

association with Delphi. 

With this system, the vehicle consumes less fuel 

than a vehicle with hydraulic power steering. 

The Lupo 3L has an electronic power-assisted 

steering system based on the steering system 

used in the Lupo SDI. Its advantage over a 

hydraulic power steering system lies in the fact 

that it is lighter and only operates when required 

by the driver. 

Control unit 

Universal joint shaft 

The steering system is made up of the following 

component parts: 

- steering column switch and 

steering-wheel lock 

- steering column 

- electric motor 

- worm gear with torque 

and wheel angle sensors 

- control unit, and 

- universal joint shaft 

Electric motor 

A description of the electro-mechanical 

power steering can be found SSP 225. 

Worm gear 

Vehicles with electronic power steering do not have a stop/start function. 

Steering column switch 

and steering-wheel 

lock 


The brake system 





Front brakes (239 mm x 15 mm) 

The front wheel brakes are ventilated and 4 kg 

lighter than the brakes in the Lupo SDI. The brake 

caliper is made of aluminium. 

The brake disc is made of gray cast iron and is 

coated with a zink-aluminium alloy. This material 

is known by the name 'Geomet' and has 

excellent corrosion inhibiting properties. 

Rear brakes (180 mm x 30 mm) 

The brake drums used in the Lupo 3L are made 

of a special aluminium alloy. As a result, they are 

the lightest brake drums in the world. 

The brake system 

has ABS as standard. The hydraulic unit and the 

control unit are combined in the ABS unit. 

The brake system has the designation 

Teves Mark 30 and is largely identical to the 

Teves 20IE system. 

The difference between the two systems is that 

rear axle valves in the Teves Mark 30 are smaller 

and do not have a switching orifice function. 

The hydraulic pump motor and the control unit 

are identical to those used in the Mark 20 

system. 

The system includes EBD, ESBS and EBC 

functions. 

The 9-inch brake servo with aluminium housing 

operates according to the proven vacuum 

booster principle. 

37

38 


The active wheel sensors 

A sensor is referred to as being 'active' 

if it requires an external voltage supply. 

If it did not have this voltage supply, the sensor 

would not be able to supply signals. 

To measure the engine speed, the active ABS 

sensor mounted securely in the wheel bearing 

housing requires counterpart which rotates with 

the wheel hub. This counterpart is known as the 

'signal sender disc'. The resistance of a 

magnetoresistive element varies depending on 

the magnetic field lines. 

The structure of the signal sender disc 

can be portrayed in simplified terms by 

imagining that small areas adjacent on 

the read track are magnetised differently 

according to north pole and south pole. 

When the wheel bearing rotates, these 

areas run closely past the active sensor. 

A signal sender disc with a reader track is used 

in the Lupo 3L. It is an integral part of the wheel 

bearing seal and is press-fitted in the wheel 

bearing. 

The advantages of this technology are: 

- speeds upwards of 0 kph 

can be measured 

- little installation space is required 

- it is highly corrosion resistant, and 

- there is little interference since the air gap 

remains almost constant 

The active sensor is installed 

in the wheel bearing housing 

Sensor element 

Read track 

Sensor electronics 


Read track 

Sensor element 

Sensor electronics 

Field lines 

Ω 

Ω 

Ω 




Functional principle of the active sensor 

The magnetic field lines on the read track are 

arranged vertically in the immediate vicinity of 

the magnetised areas. Depending on polarity, 

these lines run either away from the track or 

towards it. Since the read track runs very closely 

past the sensor, the field lines also penetrate the 

sensor and affect its resistance. 

An electronic amplifier/trigger circuit integrated 

in the sensor transduces the change of resistance 

to two different current levels. 

If the resistance of the sensor element increases 

due to the direction of the magnetic field lines 

passing through it, the current will drop. 

If the resistance of the sensor element decreases 

due to a reversal in the direction of the field 

lines, the current will rise. 

This alternation of north and south poles on the 

read track results in a square-wave pulse whose 

frequency is a measure of engine rpm. 

39

40 


The puncture repair set 

To save weight, the spare wheel has been 

replaced by a puncture repair set. It comprises a 

pressure unit with a tyre sealant and a 

compressor which receives its power via the 

cigarette lighter. 

In the event of a breakdown, the sealant is 

pressed out of the pressure unit and through the 

tyre valve into the tyre. The tyre is then reinflated 

using the compressor. 

The rolling motion of the tyres allows an even 

distribution of sealant inside the tyre. The heat 

which is generated while driving is sufficient to 

galvanise the sealant and the tyre. 

In the event of minor damage, the tyre can be 

made serviceable using the puncture repair set 

to the extent that the vehicle can reach next 

workshop. 


Pressure unit with the sealant 

Compressor 

The puncture repair set is not in available in every country. Vehicles can also be equipped with 

space-saver spare or a fully fledged spare instead of the puncture repair set depending on 

national legal requirements.

The control units 

The fitting locations of the individual control units 

are the same as in the Lupo. However, two new 

control units have been added: 

The layout the control units: 

Diagnosis plug 

Airbag control unit behind 

central console on tunnel 

Diesel direct 

injection 

system control 

unit in plenum 

chamber 

Electronic manual 

gearbox control 

unit 

in the plenum 

chamber 

The electrical system 

- The electronic manual gearbox control unit 

and 

- an electrical powersteering control unit 

with the power steering option 

Immobiliser control unit 

above fuse box 

Control unit for electrical 

power steering on 

steering column 



in engine compartment on 

hydraulic unit 

Radiator fan control unit 

in engine compartment, front left 

41

42 


The vehicle electrical system 

The vehicle electrical system has a decentralised configuration like in the Lupo. 

The main components are: 

Potential distributor 

in engine compartment. 

The alternator current is 

conducted via the main 

fuse box to the potential 

distributor where it is 

distributed to the 

starter and to the 

battery as charging 

current. 

Main fuse box 

in engine compartment 

Connector station 

on A pillar, 

front passenger's side 

Relay holder 

behind dash panel 

Potential distributor 




Fuse box 


Battery in 

spare-wheel well 

in luggage compartment 


Voltage stabiliser 

behind side 

trim 


on A pillar, 

driver's side 

The battery is fitted in the engine compartment when the Lupo 3L starts production. 

The battery will be fitted exclusively in the spare-wheel well in the luggage compartment at a later date.

The dash panel insert 

The dash panel insert of the Lupo 3L has newer displays and warning lamps than the Lupo SDI. 

The control unit in the dash panel insert also communicates with the diesel direct injection system control 

unit, the electronic manual gearbox and ABS along the CAN databus. 

The following displays have been added: 

The average consumption indicator 

in the rev counter shows the average fuel 

consumption in litres per 100 km. 

It is an LC display. 

The Reset button 



on the steering column switch zeroes the average 

fuel consumption indicator. 

The current consumption indicator 

in the rev counter shows the momentary fuel 

consumption. For this purpose, the control unit in 

the dash panel insert receives a consumption 

signal from the engine control unit. 

The shift indicator 

218_126A, G-K 

in the speedometer shows the position of the 

gate selector lever and the selected gear. 

This information is supplied by the electronic 

manual gearbox control unit. 

It is also an LC display. 

43

44 


The following warning lamps have been added: The ECO warning lamp 

The "tailgate opened” warning lamp 

is lit when the tailgate is open. This information 

is supplied by a microswitch integrated in the 

tailgate lock. 

When the tailgate is open, there is a risk of 

exhaust gases entering the vehicle interior. 


The "coolant temperature” warning lamp 

is lit (blue LED) during the engine warm-up 

period and goes off when the engine reaches 

its operating temperature. If the coolant 

temperature is too high, the red LED of the 

warning lamp is lit. 

indicates whether the vehicle is driving in Economy 

mode or not. If the ECO warning lamp is 

lit, the Economy mode is active. 

In ECO mode, 

- the vehicle is operated in the optimal rev 

range with regard to fuel economy and 

- when the foot brake is pressed while the 

vehicle is stationary, the engine is shut down 

after three seconds (stop/start function). 

The control unit in the dash panel insert 

receives this information from the electronic 

manual gearbox control unit. 

ECO 

218_126B-F 

The "selector lever lock” warning lamp 

indicates that the gate selector lever is inhibited 

in its current position. To engage another selector 

lever position, the foot brake must be pressed. 

This information is supplied by the 

electronic manual gearbox control unit.

Battery 

Voltage 

response 

Voltage stabiliser 

Electrical equipment 



Voltage stabiliser J532 

is fitted behind the left side trim next to the rear 

seats. 

It provides: 

- the radio 

- the dash panel insert, and 

- the airbag control unit 

with a stable voltage supply while the engine is 

being restarted in Economy mode. 

This is necessary because the items of electrical 

equipment specified above are not switched off 

via the X contact. 

If the voltage stabiliser is not installed, 

the electrical equipment would be subject to 

excessive voltage fluctuations which would cause 

the equipment to malfunction. 

In this case, the fault memory of the electrical 

equipment would register a malfunction such as 

"Vehicle power supply, signal too low”. 

If the voltage stabiliser is installed, 

the voltage is stabilised for the electrical 

equipment during the restart. 

As soon as the voltage drops during the restart 

due to the high starter current, the voltage dip is 

equalised for the electrical equipment. The 

voltage is kept at a constant approx. 12.5 volts. 

This way malfunctions are avoided. 

45

46 

Heating and air conditioning 

Two equipment variants are available for heater and 

air conditioner operation in the Lupo 3L: 

- Heating + fresh air/air recirculation mode 

- Manual air conditioning 

The design and function of both variants are identical to those of the systems fitted in the Golf´98 and 

Lupo. Also, the heater and air conditioner have been combined with an heater element for additional 

heater. 

The heating 

The heater element for additional heater is in the 

air stream behind the heat exchanger. 

Powered by the vehicle electrical system, it heats 

up the air fed into the vehicle interior. 

The 1.2-litre TDI engine does not supply enough 

waste heat during the warm-up period and at 

low ambient temperatures to heat up the vehicle 

interior. 

This is why the heat exchanger is combined with 

an heater element for additional heater. 

The manual air conditioning system 

The liquid tank with drier is installed horizontally 

in front of the condenser due to the constraints 

on space. 

Its dimensions and drier volume have also been 

reduced. 

The amount of refrigerant has been adapted 

accordingly. 

Heat exchanger 

Heater element for additional heater 

Heat exchanger 

Heater element for additional heater 

Cooler 

Air stream 

Dyier 

Capacitor 




Heater element for additional heater Z35 

heats up the passenger cabin quickly. 

When the heater element for additional heater 

is connected, an electrical current flows through 

ceramic PTC resistors.These resistors can reach a 

temperature of up to 160°C in the process. 

The design 

Corrugated aluminium contact plates, 

silicon sections and ceramic PTC thermistors 

are the main components of the heater element 

for additional heater. 

All in all, the heater element for additional 

heater is subdivided into three heating elements 

with a total of fifteen PTC resistors. 

There is one silicon section holding five PTC 

resistors per heating element. The section also 

functions as an electrical Isolator between the 

contact plates. 

The contact plates heated by the PTC resistors 

conduct their heat to the corrugations. 

The electrical terminals are brazed to the 

additional heating element. 

PTC resistors have a self-regulating property. 

As the temperature rises, the resistance 

increases, thereby reducing the current flow. 

The PTC resistor is prevented from overheating 

in this way. 

PTC thermistor 

Silicon section 

Corrugated 

aluminium 

contact plates 


47

48 


The heating output control 

About 10 seconds after starting the engine, 

the diesel direct injection system control unit 

enables the heater element for additional heater 

for heating. This ensures that the engine runs 

properly straight away. 

Switch-on conditions 

Rotary push-button for 

interior temperature 

Contact switch F268 

for heating element Z35 

Diesel direct injection 

system control unit J248 

Heater element for 

additional heater Z35 

The control unit tests 

the following signals as 

switch-on conditions 


If the rotary push-button for interior temperature 

is in the position for 80% heating output and 

higher, the heater element for additional heater 

will now be switched on under certain conditions. 

Position of the rotary push-button: 

between 80% - 100% heating 

output 

Contact switch opened 

80% heating output and higher 

Intake air temperature 

less than 19°C 

Coolant temperature 

less than 80°C 

Battery voltage 

higher than 11V 

3-phase AC alternator load factor not 

higher than 50% (terminal DF) 

Engine speed 

higher than 450 rpm 

If all these switch-on conditions 

are met, the heater element for additional heater 

is switched on.

The engine control unit switches the three heating elements on and off in steps via relays. 

The relays for low and high heating output are located behind the relay carrier. 

If the switch-on conditions are met, 

the relays are activated in the following order: 

First, the low heat output relay is activated. 

It switches on a heating element with five 

PTC resistors. 

If the load factor of the 3-phase AC alternator 

is subsequently below approx. 50%, the high 

heating output relay will be activated and two 

heating elements will be switched on. The low 

heating output relay cuts out at the same time. 

If the load factor of the 3-phase AC alternator 

now remains below approx. 50%, the low 

heating output relay cuts in again and all 

heating elements are switched off. 

The heating elements are switched off 

step-by-step in the reverse order when the load 

factor of the 3-phase AC alternator is 

permanently above 95%. 

High heat output relay 

Low heat output relay 

Heating element 

218_143 - 146 

49

50 


Contact switch F268 for heating element Z35 

The contact switch is located on the housing of 

the heater or air conditioner. 

The rotary push-button for interior temperature 

moves the lever of the temperature flap by 

means of of a Bowden cable. A cam on the lever 

activates the contact switch. 

Contact switch closed 

The contact switch closed in the operating range 

´Cooling´ and up to 80% heating output. 

When the contact switch is closed state, signal 

earth is present at the engine control unit. 

The heater element for additional heater does 

not cut in in this operating range. 

Contact switch open 

If the position of rotary switch is for 

between 80%-100% heating output, the lever is 

moved until the cam opens the contact switch. 

This breaks the signal earth contact to the engine 

control unit. 

If all switch-on conditions are met, the heater 

element for additional heater cuts in. 







Contact 

switch 

Lever 

Bowden 

cable 

Contact 

switch 

F268

Function diagram 

A +/- 

S 

Components 

A+/- Battery 

J317 Voltage supply relay, 

terminal 30 

J248 Diesel direct injection system control unit 

J359 Low heat output relay 

J360 High heat output relay 

F268 Contact switch for heater Z35 

G62 Coolant temperature sender 

S Fuse 

J317 

Z35 Heater element for additional heater 

J248 

S S S S 

S 

J359 J360 F268 G62 

Z35 

Input signal 

Output signal 

Positive 

Earth 


51

52 

Service 

Special tools 

T 10060 Drift For arresting the tensioning device for the 

ribbed V-belt. 

It replaces special tool 3209. 

T 10061 Socket insert For undoing and tighten the cylinder head nuts, as 

well as the fastening bolts for the balancing weight. 

T 10063 Centring tool For centring the clutch disc. 

T 10064 Fitting 

tool 

3282/28 Adjustment 

plate 

For fitting the wheel bearing 

For adjusting the 

gearbox mount 3282 

3282/29 Bolt Accessories for adjustment plate 3282/28 

Engine oil 

Please note that the 1.2 l. TDI engine may only be filled with engine oil VW 50600 with the 

specification 0W30. 

General body repairs 

When working on the light-alloy body parts, it is absolutely necessary to use 

tool set V.A.G. 2010/2, since corrosion damage 

can occur when work is performed incorrectly. To avoid mixing up the aluminium tools with 

the conventional steel tools, the aluminium tools are colour-coded red.

Notes 

53

54 

Notes

For internal use only © VOLKSWAGEN AG, Wolfsburg 

All rights reserved. Technical specifications subject to change without notice. 

940.2810.37.20 Technical status: 5/9 

❀ This paper is produced from non-chlorine-bleached pulp. 

218

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