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0 % Emissions.100 % Emotions
The Road to Electromobil
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www.volkswagen.com/
Think Blue.Think.
Think Blue: thinking further, getting further.Having a good idea is one thing. Bringing it to life is another. The combination of both is whatThink Blue. means to us. The idea of cooperating for a sustainable future. Of motivating people
to act responsibly. Of discovering that environmental consciousness can be fun. And last but not least,
of constantly improving our technologies. Such as our BlueMotion models, which are constantly
setting new records in terms of range and fuel consumption. For more information about Think Blue.,
just go to www.volkswagen.com/thinkblue or download the free iPad App Think Blue. World.
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CONTENTS
4 Editorial
Pro. Dr. Martin Winterkorn
6 Overview
Emissionless instead o emotionless
Volkswagen and electromobility
10 Driving orces
Climate change, urbanisation and the scarcity o
crude oil are the driving orces behind electromobility
14 Drive and uel strategy
The Volkswagen Groups drive and uel strategy
Sustainable mobility as the guiding orce
17 Internal combustion engines
How new technologies make internal
combustion engines even more economical
20 Natural gas vehicles
Filling up with natural gas and protecting the
environment
22 Biouels
From feld to tank
27 Full hybridEntry into the electronic age
31 Plug-in hybrid
The best o two worlds
35 Battery electric vehicle
The big chance or the uture
42 Fuel cell vehicle
Innovative, but a long way rom series production
44 History
Renaissance instead o revolution:
The development o electromobility
50 Volkswagen E-roadmap
Step-by-step into the electromobility age
54 Mobility 2025
A day with the Lavida Blue-e-Motion
Contents
58 A look inside an electric car
Battery yes ignition no
62 Battery technology
Research ocus: battery technology
71 Comment Bernd Osterloh
We will be right up amongst the leaders
72 Well-to-wheel balance
How environmentally-compatible is an
electric car really?
76 Customer requirements
Car drivers want E-mobility but easy to use
and aordable
82 Test feets
Rolling out rom test bed to everyday use
88 Naturstrom
With blue power to emissions-ree mobility
92 Automobility 2.0Networked, intermodal and revolutionary
100 Electromobility as a shared responsibility
Challenge or politics, science and energy providers
111 Comment Ola Tschimpke
Demonstrating what is technically easible
112 Interview with Dr. Rudol Krebs
Reinventing individual mobility
113 Facts
Volkswagen and electromobility
114 Glossary
118 Imprint
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4 VOlkSwagENaNDElECTROMOBIlITY
Sustainable mobility is unquestionably one o
the key issues o the age. Climate change, rapidly
growing megacities, and the nite reserves o os-
sil uels, have rung in a undamental change intechnology: low-emission vehicles are the uture.
The acts are clear: the basic longing or individual
mobility is growing world-wide even though there
are still strong variations in the patterns o use
rom region to region. This is what is driving the
Volkswagen Group to urther develop the whole
spectrum o environmentally-compatible technolo-
gies rom ever more ecient internal combustion
engines, and the next generation o biouels, and
new, alternative means o traction. This can only beachieved by innovative strength and nancial pow-
er: we thereore invest the expertise o our 30,000
research and development sta, and around six bil-
lion Euros a year, in new environmentally-compat-
ible products and technologies.
A very promising route to ollow here is electromo-
bility. Despite all o the initial euphoria, however,
turning electric cars rom a niche product into a
mass product still requires some major advances.
The concerns involve the storage batteries, as wellas the charging inrastructure. And ultimately,
every electric car is only as climate-riendly as the
electricity used to charge it up. The expansion
renewable energy sources is thereore an absol
priority. This is another reason why Volkswage
pushing renewable electricity production orwin our own actories with massive investments
solar, wind and hydroelectric power.
The success o a new technology is ultimately
cided by the customers. And in the case o elect
mobility as well, customers are not looking o
hastily prepared solution they want a vehicle t
is sae, aordable and, most important, suita
or day-to-day use. We will satisy these requ
ments. The Volkswagen Group will be enter
the electromobility age this year. The start willmade by a small series o the Audi R8 e-tron at
end o 2012, beore we launch the e-up! in 20
ollowed by the mass produced electric Gol. T
rst results rom our global feet o test cars
very promising not only in terms o eciency,
also the enjoyable driving experience.
Although electric traction is an importan t st
egy, it is not the only route towards sustaina
mobility. Experts orecast that pure electric c
will only corner a market share o two to thper cent by 2020. The key to lower consumpt
and emissions in the medium term is there
Dear Readers,
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EDITORIal
the internal combustion engine, which we are
rigorously optimising. The potential that can be
harnessed by intelligently marrying this technol-
ogy with electric motors has already been demon-
strated by our XL1. And this plug-in technology is
at the heart o a series o vehicles which we will
be launching rom 2013 onwards in various seg-
ments and Group brands.
From electric traction, hybrids or internal com-
bustion engines the Volkswagen Group takes itsresponsibility seriously as one o the worlds lead-
ing carmakers. Our objective is to make low emis-
sion driving and emotionally captivating mobility
accessible to everyone in the interests o the en-
vironment and our customers. Read on to nd out
how ar we have come in achieving these goals.
Turn over the page or an electriying read!
Yours aithully,
Pro. Dr. Martin Winterkorn
Prof. Dr. Martin Winterkornhas been CEO of VolkswagenAktiengesellschaft since January2007. The PhD metallurgist, andhonorary professor at the AppliedScience Universities in Budapestand Dresden, has worked for theVolkswagen Group in variouspositions for over thirty years.
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6 VOlkSwagENaNDElECTROMOBIlITY
Emissionless instead o emotionles
Volkswagen and electromobility
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OVERVIEw
There is no doubt about the strong trend
towards E-mobility. Some cast aspersions that
the hydrogen and then the biofuel euphoria
have now just been replaced by another new
form of inconsequential media hype. But they
are wrong. Very wrong.
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8 VOlkSwagENaNDElECTROMOBIlITY
E-mobility has manyfacets: the prototype ofthe SEAT Leon TwinDrivecombines the power of ahighly efcient TSI with themuscle of an electric motor
R evolutionary developments have taken placein recent years. Climate change, urbanisa-tion, and rising oil prices and small revolutions
in storage technology and a growing environmen-
tal awareness: all o these aspects strongly indicate
that the time has come or electromobility.
Firstly, it is the only way or individual mobility to
release itsel rom the shackles o specic uels
electricity is more universally producible thanany other kind o energy: it can be generated rom
crude oil and uranium, as well as rom biogas and
wind turbines. Secondly, this means that E-vehi-
cles are able to drive with a totally emissions-ree
balance Volkswagens goal is to create the zero-
CO2
car and thereore to rigorously promote the
expansion o renewable energy sources.
E-cars are already emissionless at a local level
the third benet compared to all competing drive
concepts. Unlike diesel, petrol, natural gas andbiouels, only E-cars will be able to drive in tomor-
rows megacities without emitting a gram o local
CO2
even i conventional internal combust
engines become increasingly uel economical.
Starting in 2013, we will bring the rst pure el
tric models onto the market in series product
in the orm o the e-up!, and Gol Blue-e-Mot
(also called the electric Gol in the ollowing)
E-cars specially developed or the Chinese mar
First on to the market though, with the launch t
year, will be Audi s super sports car, the R8 e-twhich will be produced in a small series. Peo
expect Volkswagen to deliver aordable mo
ity with maximum saety and the highest level
comort. And because Volkswagen does not use
end-customers to test its new technologies, we o
ever start mass production when all o the tech
cal and economic risks have been minimised.
do this by operating feets o electric test vehic
throughout the world.
And because o its size, and especially thanks tomulti-brand and modular strategy, the Volkswa
Group has the strength to drive to the
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OVERVIEw
ront even when starting rom the second row
Volkswagen can win without rst occupying the
pole position. This has been clearly shown in the
past when the company has started slightly later
than others and then does everything much better
than the earlier starters. Making the best technol-ogies available to everyone that is Volkswagens
objective and mission.
But it would be irresponsible economically as well
as ecologically to only pursue the battery electric
vehicle route. With regard to satisy ing th e needs
o environmental and climate protection in par-
ticular, it only makes sense to do all we can to
improve the eciency o the technologies which
have dominated this sector or decades. For long
journeys and special needs, a m obile society willstill depend on internal combustion engines or a
very lo ng tim e into the u ture. Petrol engines and
diesel engines, micro, ull and plug-in hybrids, as
well as pure E-vehicl es, and perhaps also hydro-
gen uel cells they all have a justiable place in
the overall drive mix.
At the end o the day, the speed with which elec-
tric cars whether in the orm o battery electric
vehicles or plug-in hybrids will make their mark
on the market, is very crucially dependent on the
overall ramework. The sales targets which have
been set by governments will almost
certainly not be achieved without
public subsidies. It is also very clear
that politicians, energy providers,scientists and the car industry will all
have to work together or E-mobil-
ity to succeed. And there is only one
road to take to saeguard the countrys innovative
and economic strength: Germany as an industrial
and automotive nation must move over into the
ast lane or E-mobility to succeed.
Electriying the drive train brings about numer-
ous changes and even aects our everyday lives.
This is because electric cars can be intelligentlyintegrated within the environment and the public
inrastructure. Volkswagen will proactively push
ahead with this change in its innovative sales and
business models. Europes top carmaker, how-
ever, also intends to maintain its core competency
in the changing world o tomorrows mobility: by
continuing to build practical as well as ascinating
cars. This means that the E-Volkswagen will also
be ull o emotion even though in the ideal case it
may well be emissionless.
All the signs are pointin
to a future dominated electromobility.
Porsche is alsoelectrifying: the hybrid
super sports car
918 Spyder will hit theroad in 2013.
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10 VOlkSwagENaNDElECTROMOBIlITY
Climate change, urbanisation and
the scarcity o crude oil are the drivinorces behind electromobility
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DRIVINgFORCES
Everyone has to play their part in climate
protection and this includes the transport
industry. Megatrends such as urbanisation
and shortages in oil supplies demand
mobility concepts based on the use of
renewable energy sources.
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12 VOlkSwagENaNDElECTROMOBIlITY
The nite reserves of fossilfuels have pushed the search for
alternative drive technologiesonto the agenda.
Around a tenth o all CO2 emissions are gen-erated by road transport. And mass mo-torisation will increase as the global populationgrows and prosperity rises. This will also mean
more trac. O the eight billion people orecast
to populate the world in 2030, around 1.2 billion
could own their own cars. The number o cars on
the road in India will triple within 20 years. Even
more in China, where the number o cars is ore-
cast to rise tenold.
But, to restrict the level o global warming to less
than two degrees the ambitious target agreed by
the G8 and O5 countries it will be necessary toslash CO
2emissions to 90 per cent o 2005 levels
by 2050. For
German road
transport, this
means throt-
tling back the
CO2
emissions
o all registered
cars rom 188 grams (the situation in 2008) to
20 grams per kilometre which corresponds
to a total leet consumption o only 0.9 litres opetrol per 100 kilometres.
The nite resources o ossil uels means that the
search or alternative drive technologies is al-
ready high on the agenda especially when one
considers that the largest remaining reserves o
oil and gas around the world are mostly in geopo-
litically unstable regions. Pessimistic scenarios
came to the conclusion that peak oil was already
reached in 2005. The International Energy Agen-
cy (IEA) on the other hand orecasts that this willnot occur until 2020. Whichever scenario turns
out to be true, there is no doubt that the price o
petrol and diesel will continue to rise as oil s
plies begin to dwindle urther.
Another considera tion is that the conurbati
around the world are already suering r
noise, air pollution and trac jams. And all t
against the background o rapidly accelerat
urbanisation. Private transport based on conv
tional drive technologies has long been subj
to increasing restrictions. Think: environmen
zones and city tolls. Locally emissions-ree a
almost noiseless electric vehicles could, ho
ever, considerably improve the quality o li
city centres according to a number o studies,cluding the study by the Fraunhoer Institute
PricewaterhouseCoopers. The Study also sa
Urban structures with their short distances a
high housing densities provide ideal conditi
or the use o electric drive concepts. Urban c
tres according to scientic orecasts will the
ore be the major catalysts or the developm
o electromobility.
The demands o environmental and climate p
tection are also increasingly infuencing pples attitudes, values and purchasing decisio
Where hp and cylinders captured the imagi
tion in the past, the ocus in uture will be more
consumption and CO2 emissions. Driving a cle
car through healthy (urban) landscapes is a v
satisying eeling.
The signs thereore all appear to be pointing
wards an age o new drive technologies and m
bility concepts. The cry or zero emissions c
is becoming louder. The only answer in this cthough is the electric car lled up with ren
able electricity.
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DRIVINgFORCES
The global megarising temper
nite oil reand growing
population driving forces sustainable m
co
The XL1 alreadyprovides a glimptomorrows mob
25
20
15
10
5
Global warming on theearths surface in
degrees Celsius
(Mediumscenario of the
IntergovernmentalPanel on Climate
Change)
-0.4
-0.2
+0.4
+1.0
-0.35
0
+0.6
+1.2
-0.3
+0.2
+0.8
A changing world: global megatrends
1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050
Sources: United Nations, Intergovernmental Panel on Climate Change (IPCC), Colin Campbell/ASPO, IEA
Oil productionin billion barrels
Urban populationin billions
Billions
Rural populationin billions
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14 VOlkSwagENaNDElECTROMOBIlITY
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DRIVEaNDFUElSTRaTEgY
The Volkswagen
Groups drive and
uel strategySustainable mobility as the guiding orc
Betting everything on the E-mobility card? Not a
Volkswagen. Those that want to reach the top n
to have a very broad base. Volkswagen pursues a
fan strategy and continues to develop all relevan
drive technologies further with its eyes set on
energy efciency and environmental compatibil
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16 VOlkSwagENaNDElECTROMOBIlITY
Volkswagen not only intends to inuence E-mobility in the uture, it can also boast a longtradition. The frst electric vehicle rom Volkswagen saw the light o day almost 40 years ago.But the true athers o all electromobility innovations o today and tomorrow were active inPrussia and Italy at the beginning o the 19th century.
Milestones on the road towards E-mobility in the 21st century
The guiding orce behind the Volkswagen
Groups corporate philosophy is sustain-able mobility. Sustainable technologies are those
which lower the global emissi ons o the green-
house gas carbon dioxide, reduce local emissions
such as nitric oxides and soot particles, as well as
limiting dependency on crude oil. These are the
criteria on which the three-stage model o our
drive and uel strategy is based.
Firstly, diesel and petrol engines are rigorously
made more uel-ecient at the same time as pro-
moting natural gas technology, because this iswhere the greatest s avings can be e xpected i n the
short term.
In the medium term, the second stage conc
trates on the requently discussed electriicato the drive train as well as the use o biomass
In the long term, stage three o the strategy
concerned with pure electrically powered ve
cles with energy stored in batteries, and at so
time in the uture possibly also in the orm
hydrogen.
Please note! The three stages o this strat
should not be seen as representing a strict s
cession or a longer period o time, the dient drive systems will exist in parallel and g
rise to gradual transitions.
Drive and fuel strategy at a glance
Renewableenergy sources
ElectricityBlue-e-Motion
e-tron
twnDRIVE
BiofuelsSunFuelSunGas
GasCNGLPG
EcoFuelBiFuel
Crude oil
Diesel
Petrol
BlueMotion
TSI/ TFSIDSG, TDI
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INTERNAL COMBUSTION ENGINES // DRIVE AND FUEL STRATEGY
Alessandro Volta invents the first battery
Very limited capacity and has hardly anything in common with todaysbattery > still the basis for all the batteries that followed > the invention ofthe Italian physicist Volta goes down in history as the first battery world-wide
Voltaic column1800
Photo: Luigi Chiesa
The efficiency evolution: How new technologies make
internal combustion engines even more economical
Despite all the promises, there will not be a pure
electric car in the next decades which can
drive 500 kilometres, be charged up in five minutes,
and be priced at the same level as a petrol-engine
car. The key to more efficiency and lower emissions
for the foreseeable future still remains the internal
combustion engine. Even in ten years time, around
95 per cent of all new vehicles will have this technol-ogy on board around 85 million cars per year. The
Volkswagen Group is therefore involved in intense
research to improve the internal combustion engine
and harness all of the potential advantages of todays
technologies. The results are very impressive.
Our economical basic technologies TDI (diesel)
and TSI (petrol) are enhanced by innovations such
as the double clutch gearbox (DSG), turbocharg-
ing, downsizing and downspeeding, recuperation,
automatic start-stop, as well as most recently alsocylinder-on-demand ( Glossary), tyres with opti-
mised rolling resistance, modern exhaust treat-
ment, lightweight construction, and improved
aerodynamics.
In Addition the Volkswagen brand also advertises
with the Think Blue. slogan to promote a new
awareness of sustainabil-
ity and climate protection acampaign also accompanied
by practical aspects such as
fuel economy training, which
is also conducted in co-opera-
tion with the Naturschutzbund Deutschland (Ger-
man Nature and Biodiversity Conservation Union).
The new fuel economy technologies in the
Volkswagen brand are offered under the
BlueMotion Technology label. The most efficient
vehicle in each class is awarded the BlueMotiondesignation.
The Volkswagen Groups efficiency models
Volkswagen BlueMotion SEAT Ecomotive Audi e-concept Skoda GreenLine
88 models 50 models 61 models 57 models
256models
The Volkswagen Group verysuccessfully further develo
existing technologies.
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18 VOlkSwagENaNDElECTROMOBIlITY
Potsdam engineer develops the rst practicable E-motor
Moritz Hermann von Jacobi, a physicist and engineer rom Potsdam, designs tfrst practicable electric motor > the invention o the battery and the E-motor the technical stage or the development o electromobility
Jacobi Motor1834
The factors which makethe Polo BlueMotion the
most fuel-economicalve-seater in the world
Volkswagen Polo BlueMotion uel economy fgures in l/100 km: urban 4.0 / extra urban 2.9 / combined 3.3; CO2
emissions 87 g/km, efciency class A+
Skoda Fabia GreenLine uel economy fgures in l/100 km: urban 4.1 / extra urban 3.0 / combined 3.4; CO2
emissions 89 g/km, efciency class A
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INTERNalCOMBUSTIONENgINES//DRIVEaNDFUElSTRaTEgY
French inventor constructs the rst electric car with a rechargeable battery
The engineer and chemist Gustave Trouv chooses an open tricycleconstruction > but o very little practical use > 12 kmph top speed >showcased at the International Electricity Exhibition
Trouv electric car1881
For instance, the Volkswagen Polo BlueMotion t-
ted with the smallest engine only uses 3.3 litres o
diesel per 100 kilometres. The most uel-ecient
ve-seater in the world is thereore very close to
the goal o developing a three-litre car. With CO2emissions o 87 grams per kilometre, the Polo
BlueMotion already undercuts the EU standard
set or 2020 by around ten per cent. The big selling
Gol BlueMotion and Passat BlueMotion models
are also particularly uel-economical.
The environmentally-compatible technologies are
also used by other Group brands. At koda they
are sold under the GreenLine label, Audi sells
them with the e-concept sux, and the label
Ecomotive highlights the most environmentally-riendly SEATs.
By the end o 2011, Volkswagen had already
launched the rst model o the New Small Fam-
ily onto the market in the orm o the innovative
up! small car. This was the debut o a new engine
programme which achieves CO2
emissions be-
low 100 grams when combined with BlueMotion
Technology, and is compatible with models all the
way up to the Gol class.
These and other innovations helped Volkswagen
realise uel savings o 25 per cent in diesel and
petrol cars in the last decade. And the eciency
evolution is still very much alive: intensive re-
search currently being invested in the Ener-
go assistance system or instance will one day
mean that unnecessary braking can be avoided,
and thereore help achieve more uel savings o
around 15 per cent.
Direct injection in petrol engines, and innovativeinjection technologies in diesel engines also help
optimise combustion processes in a way which still
has enormous potential or urther development:
this will enable the uel economy o a Gol diesel in
the Volkswagen brand to almost certainly drop be-
low the three litre level in the next ten years.
Much higher range: one kilo of diesel/petrolcontains 24-times the energy of a kilo of bat-tery. Although the energy density of a batteryis increasing, it will probably never be as highas the energy density of fossil fuels.
Faster energy uptake: someone lling up withdiesel today for one minute can drive 1,000kilometres. Charging up a battery for one min-ute will only allow you to drive one kilometre.
Established system: also with regard to theinfrastructure with 14,744 lling stations
across Germany (Petroleum Association Octo-ber 2011).
Finite resources: fossil fuels such as petrol anddiesel are not only steadily rising in price, thereserves will also be completely exhausted atsome time in the future as a result of the per-manent rise in global demand.
Technical restrictions: despite all of the opti-misation, it will never be possible to constructa completely emissions-free internal combus-tion engine.
The degree o efciency of an internal com-bustion engine is much smaller than an E-
motor because two thirds of the energy is lostin the form of waste heat.
Diesel and petrol engines at a glance
Advantages Disadvantages
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20 VOlkSwagENaNDElECTROMOBIlITY
Premiere for the rst electric car from Werner Siemens
Battery storage problem solved using a power cable > frst trolley-wirein the world > demonstrated on a 540 m long test route near Berlin > toweight o the vehicle: 1.5 t.
1882 Elektromote
N atural gas vehicles have signicant advantag-es compared to other alternative drive tech-nologies in terms o capacity, utilisation proles
and lling up. Natural gas (compressed natural gas
= CNG) is thereore a very promising technology.
Another o the advantages o CNG is that the na-
tionwide lling station inrastructure can be rap-idly put into place. Nevertheless, the network o
gas lling stations in Germany despite advances
is still airly sparse with around 900 gas pumps
(compared to 14,744 lling stations or petrol/die-
sel)*. This is the main reason preventing the over-
whelming success o natural gas-powered cars.
Cars powered by natural gas also have an image
o being less agile. But Volkswagen has solved
this problem: the newly developed TSI EcoFuel
models boast almost breathtaking dynamism a
acceleration thanks to their innovative double t
bocharging (exhaust gas turbocharger plus co
pressor). And the eco up! which starts to be m
produced in 2012, is a resounding demonstrat
by Volkswagen that natural gas technology is co
patible across the whole range even into the sm
car segment in combination with BlueMotTechnology, CO
2emissions o only 79 grams
kilometre can be realised.
And the ormer decit associated with the low ran
is also a thing o the past: the Touran TSI EcoF
or instance can already travel 520 kilometres
its three natural gas tanks alone, and adds anoth
150 kilometres with its additional reserve pet
tank. And the Passat TSI EcoFuel even boasts
overall range o 900 kilometres.
And these ranges are set to stretch urther
the basis o innovations in engine te
nology and vehicle construct
changes which create room
additional natural gas tanks.
though not very wide-spr
at the moment, bio-natur
gas boasts enormous ut
potential ( P. 24).
*As at October
Filling up with gas and protecting the environmentAlternative uel natural gas
Volkswagen Passat TSI EcoFuel:Fuel economy gures: natural gas inm3/100 km; urban 8.8 8.7 / extra
urban 5.4 5.3 / combined 6.6;CO
2emissions 119 117 g/km; fuel
economy gures petrol in l/100 km:urban 9.0 8.8 / extra urban 5.6 5. 4/ combined 6.8; CO
2emissions 158
157 g/km, efciency class A.
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NaTURalgaS//DRIVEaNDFUElSTRaTEgY
Operating costs: cars can be driven more cheaply on natural gasthan diesel or petrol. This is due to the high energy density ofCNG, as well as for example the lower petroleum tax in Germa-
ny whose level is xed in the Energy Taxation Act up to the endof 2018. In Germany a statutory extension of this lower tax ratewill be necessary, however, to enable natural gas technology tobecome more attractive in the long term.
Climate balance: natural gas burns more cleanly than conven-tional fuels giving rise to less CO
2.
Although the range is lower and the infrastructure less optimal,natural gas when compared to petrol and diesel continues to bethe drive type with the lowest utilisation restrictions in terms ofefciency, usage proles and lling up.
Engine technology: natural gas cars are basically powered by apetrol engine which means that they can be powered by petrolas well as natural gas.
Purchasing costs: the natural gas car costs around Euro 3,000more than the same model with a petrol engine. Moreover,
journeys with an economical diesel engine are not much more
expensive. The race between gas and diesel engines in the longterm will therefore primarily depend on the development infuel prices.
Diesel powered cars can also be very environmentally-compatiblethanks to economical engines and exhaust treatment especial-ly in terms of CO2 emissions. The Passat BlueMotion for instancewith 109 grams per kilometre generates very slightly less carbondioxide than its matching natural gas model.
Inrastructure: even though the network is expanding slowly, forexample there are still less than 1,000 natural gas lling stationsin Germany. Intelligent planning, however, would enable every-one to stay mobile with natural gas.
Finite reserves: although the reserves of natural gas are much
larger than those of oil, natural gas is still a fossil fuel and thereserves will be exhausted one day.
Natural gas at a glance
Advantages Disadvantages
The BiFuel concept
Under the BiFuel label, Volkswagen
also has with its Golf Golf Plus and
Polo, models in its product range
which can be lled up with petrol as
well as LPG (liqueed petroleum gas).
The mixture of butane and propane
gas is characterised by lower carbon
dioxide emissions (around twelve per
cent) compared to the same amount
of petrol but the CO2
savings potenti-
al is not as high as that of natural gas
(around 25 per cent in this case). LPG
is a by-product of oil production and
the rening of diesel and petrol, and
is therefore also a nite resource. Posi-
tive: someone driving a Polo 1.4. BiFuel
car for instance can enjoy fuel cost sav-
ings of up to 40 per cent. The supply
situation is also very good: according
to the German Liqueed Gas Associa-
tion, there are around 6,300 Autogas
lling stations across the country.
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22 VOlkSwagENaNDElECTROMOBIlITY
Ferdinand Porsche presents the rst practical E-car
Innovative: driven by two hub motors > 50 kmph top speed, 50 km range >the Howagenabrik in Vienna builds approx. 300 models
Lohner-Porsche1900
D espite the glowing uture orecast only veyears ago or biouels such as ethanol orrape seed oil, their potential is now seen in a much
more critical light because it is virtually imp ossible
to make enough land or cultivation available to
satisy the growing world-wide demand or alter-
native uels o this kind.
Nevertheless, Volkswagen is orecasting a uture
or the second generation o biouels or mobility
over long distances - also because the manuac
ing processes are being successively optimised
In the short and medium term though, the b
gest potential lies in mixing biouels with c
ventiona l d iesel and petrol e speciall y since
EU has stipulated a steadily growing quota (c
rently: ten per cent; 2030: 30 per cent). Annew promising development is also the use o
growing algae or biouel production.
From eld to tank:Why some biouels are better than others
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BIOFUElS//DRIVEaNDFUElSTRaTEgY
Porsche goes further and builds the worlds rst hybrid
Electricity produced by a generator and stored in a battery (serial hybrid) >also uses hub motors > 80 kmph top speed > recuperation already possible >Porsche took part in car races with a racing version o this vehicle
Lohner Mixte Electrics1901
How is bio naturalgas produced
fermented residualsare used as ertiliseror composted. Thisconsiderably reducesthe amount o artiicialertiliser used inarming.
gas tankThe biogas which isgenerated is storedin the roo o theermenter directlyabove the ermentingbiomass.
gas processing plantThe methane content andthe quality o the biogas areincreased to bring it up to
the quality oconventionalnatural gas.
natural gas gridThe processed bionatural gas can bedirectly ed intothe conventionalnatural gas grid.fermenter
The tank in which thebiomass is broken downby anaerobic bacteria inthe absence o light and
oxygen. This ermentationprocess gives rise tobiogas.
fermen-tationresiduestore:once thebiomass has been completelyermented in the ermenter,it is moved to the ermenta-
tion residue store and canthen be used as high qual-
ity ertiliser.
buffer tankCollecting tank or biomass
animalhusbandry
rawmaterialFarmland withenergy plants, e.g.grass or maize
biogas
liquid manureor manure
Poor marks or the 1st generation
The 1st generation o biouels (ethanol, biodiesel
and vegetable oils rom rape seed, sunfowers and
soya) are not rated very highly by Volkswagen or
our reasons:
> Although it may generate less CO2
when burnt
in the engine, the overall balance is not neces-
sarily so positive. For instance, ethanol gives
rise to almost ten per cent higher CO2
emis-
sions than petrol because lignite is burnt dur-
ing distillation.
> They oten have completely dierent molecu-
lar structures and thereore radically dierent
properties. This means that new engine tech-
nologies are required in most cases.
> The tendency to cultivate genetically modied
varieties o rape seed, sunfowers or soya in
monocultures covering large swathes o land
would be very high : thi s would undermine the
desired sustainability eects.
> The land required or cultivation would no
longer be available or the production o ood
giving rise to an intensication in conficts o
interest between cars and kitchens as the world
population grows urther.
The 2nd generation as the more
sustainable alternative
These are the reasons why Volkswagen began
research early on looking at the 2nd generation
o biouels. Known as SunFuels which include
SunDiesel as well as SunEthanol they can be
completely produced rom biomass such as straw,
residual wood and energy plants.
And when the raw material is already present in
the orm o natural residuals produced by con-
ventional arming practises, then
SunFuel production will also not
compete with ood production.
SunFuel also has one very signi-
cant advantage compared to the
1st generation: when it is combust-
ed, it only releases exactly the same
amount o carbon dioxide into the atmosphere as
it previously extracted rom the air when the plant
grew. Over its whole liecycle rom production,
including the provision o the biomass, all the way
to combustion in the vehicle SunFuels can give
rise to savings o up to 90 per cent in greenhouse-
relevant gas emissions.
Biofuels can save up to90 per cent of climate-relevant greenhouse gaemissions.
organic waste
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24 VOlkSwagENaNDElECTROMOBIlITY
Audi predecessor builds a small series of E-vans
Pure electric vans and pick-ups > Auto Union GmbH (predecessor o AuAG) builds around 100 examples > large lead batteries > maximum ran100 km > used or instance by public authorities
DKW fast electric van1955
Cellulose ethanol as another alternative
Cellulose ethanol produced rom agricultural waste
products has similar advantages to SunFuel. The
potential o this technology has already been identi-ed in the USA, where subsidies allow the construc-
tion o large-scale production plants. No production
o cellulose ethanol is currently in sight in Germany
because o the lack o investment grants.
Most promising candidate rom
the feld: bio natural gas
The most promising candidate in the biouels sec-
tor in Volkswagens opinion is bio natural gas. This
bio-methane is chemically almost identical to os-
sil natural gas and can be used by natural gas vehi-cles in either pure orm or in a mix without requir-
ing any technical conversion. The raw material
is the biogas already produced by many armers
which then only has to be compressed and treated
to remove any unwanted contaminants.
Three aspects make this a revolutionary alterna-
tive. Bio natural gas
> is already marketable.
> opens up new opportunities or generating
income in structurally disadvantaged rural ar-eas (rening raw materials).
> has signicant CO2 reduction potential o up
to 80 per cent compared to petrol and diesel in
a well-to-wheel balance.
And the positiv e eects on the climate are even
more impressive i the biogas is produced rom
the liquid manure already produced in enormous
quantities by modern intensive arming meth-
ods, because the methane that escapes rom the
liquid manure, which is usually spread on theelds as ertiliser, is more than 20 times more
damaging to the climate than the same amount
o CO2. Signicant methane emissions can the
ore be avoided by using the liquid manure as
raw material in biogas plants.
Although it may seem paradoxical, i bio na
ral gas was used at a large scale, driving your
around every day would actually do someth
positive or environmental protection.
The advantages o bio natural gas as a uel are an
ogous to those o natural gas. However, the CO2
b
ance is much better, and the problem associa
with the nite reserves o ossil uels is irreleva
Nevertheless, bio natural gas on its own is not
answer to all o the problems. Even i all o the uid manure and plant residues produced arou
the world were used to generate bio natural g
this would still only partially cover the growing
mand or uel. For this reason alone, there is st
signicant place or electric and hybrid drives.
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Lunar Roving Vehicle (LRV)
NASA explores the moon with three electric vehicles
Two 36 volt silver-oxide-zinc batteries to store the power > steered by joystick > top speed12 kmph > maximum range 90 km > our lunar roving vehicles are built, three are used.
BIOFUElS//DRIVEaNDFUElSTRaTEgY
1971/1972
2nd generation biofuels could already be used purely hypo-thetically as diesel or petrol alternatives without any problemsfor the current generation of vehicles. Unlimited mixing with
petroleum-based fuels is also feasible.
Inrastructure: the existing network of lling stations could beused to supply biofuels.
Eco-potential: SunFuel and cellulose ethanol could help makeconsiderable cuts in emissions of climate-damaging green-house gases (up to 90 per cent).Sustainability: they are also not affected by the problems as-sociated with the nite resources of fossil fuels.
The cultivation o energy plants for the 2nd generation of bio-fuels opens up major opportunities for the crisis-prone agricul-tural industry as well as for farmers in developing countries.
The production technology is still very underdeveloped andneeds to be optimised further, also against the background ofthe still uncompetitive costs of the 2nd generation biofuels.
Shortage o acceptance: a change in peoples attitude will haveto take place to open up the infrastructure for alternatives.
Local emissions: unlike battery electric vehicles, the combustionalso generates environmentally-polluting and climate-damag-ing gases.
Volume problem: there will never be enough vegetable raw ma-terials to completely satisfy the growing world-wide demandfor fuel.
Although a broad range of residual vegetable matter can be usedto produce the 2nd generation of biofuels, it is still associatedwith the risk o non-sustainable cultivation in (genetically modi-ed) monocultures linked to the 1st generation.
2nd generation biofuels at a glance
Advantages Disadvantages
SunFuels can be completely generatedfrom biomass such as straw.
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26 VOlkSwagENaNDElECTROMOBIlITY
Volkswagen presents its rst E-vehicle
23 hp permanent output and 45 hp peak output > 70 kmph top speed >50 80 km range > heavy lead battery weighing 850 kg, total weight2.2 t > 70 models built, dierent superstructures
VW Transporter T2 Electric1973
The strategy of the Volkswagen Group
After massive changes in a whole range of conditions in recent years,
Volkswagen will focus more strongly in future on the full hybrid
and the plug-in hybrid. Series production began in 2010 with the
Volkswagen Touareg and the Porsche Cayenne S. Porsche followed this
up in mid-2011 with the Panamera S hybrid. At the end of 2011, Audi
launched the hybrid version of the Q5 on the market. This year will
see the launch of the Audi A6 hybrid and A8 hybrid, and Volkswagen
will also bring out the Jetta hybrid. From 2013/14 onwards, more and
more volume models are to be made available as hybrid versions, for
instance, the Golf and the Passat.
Despite having our-wheel drive, the Touareg hybridonly has a consumption o l/100 km: urban 8.7 / extra urban 7.9 / combined 8.2; CO
2emissions o 193 g/km and efciency class B.
The elegance o an SUV combined with uel efciency:The Audi Q5 hybrid quattro. Fuel economy fgures in l/100 km: urban 6.6 / extra urban 7.1 / combined 6.9, CO
2emissions o 159 g and efciency class B.
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City Taxi1973
First parallel hybrid with a petrol engine and an E-motor
Based on the Type 2 VW Transporter > pure electric range 40 km > 70 kmph topspeed > prototype, developed or testing by the US Department o Energy
FUllHYBRID//DRIVEaNDFUElSTRaTEgY
The ull hybrid: entry into the electric age
The ull hybrid combines the advantages othe internal combustion engine (range andpower) with those o the electric motor (local
emissions-ree operation and ull torque when
moving o). The Volkswagen Group sees the ull
hybrid as the door opener to the electric age. For
a certain period o time, it can compensate orthe disadvantages o battery electric cars, at the
same time as ully harnessing the beneits o lo-
cal emissions-ree operation or at least a reduc-
tion in local emissions. C. the Volkswagen elec-
triication roadmap ( P. 52).
When consi dered rom anoth er point o view,
ull hybrids increase the eiciency o internal
combustion engines which waste the kinetic en-
ergy o braking and cruising to a stop but which
can be converted into electric power by hybridtechnology and then used again to drive the ve-
hicle orward.
Hybrid vehicles are thereore an intelligent solu-
tion in principle. Their disadvantage is that the
additional drive makes them heavier and techni-
cally more complex. Volkswagen draws two key
conclusions rom this: the technology is launched
in larger models such as the Volkswagen Touareg
and Porsche Cayenne S (top-down strategy). Ini-tially, the high costs or the hybrid drive can be kept
down to a reasonable relationship to the reduction
in consumption o up to 25 per cent in these mod-
els, and this is the only class in which these costs
are also accepted by the customers.
Ecient diesel vehicles such as the BlueMotion,
GreenLine, e-concept and Ecomotive models are
in many cases superior to the hybrid vehicles pro-
duced by competitors in terms o purchasing price
as well as consumption. We do research into all othe relevant technologies, such as hybrid drives, but
only use them in our vehicles when it makes
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28 VOlkSwagENaNDElECTROMOBIlITY
The Golf goes electric
Up to 25 hp > heavy lead battery > 80 kmph top speed > 70 kmrange > prototype or various batteries and E-motors > no seriesproduction, just a prototype
1976 Golf I Electric
perect sense. The advantages o hybrids become
insignicant when long journeys are involved, and
they can even be a disadvantage in such cases.
When launching the ull hybrid vehicles, Volkswagen
can prot rom the in-depth competence it has
built up over a period o more than 40 years. This
is because hybrid vehicles have regularly been
built as prototypes in the technical development
departments since the 1970s. In essence, the
Lohner Mixte Electrics, presented by the automo-
bile pioneer Ferdinand Porsche in 1901 ( P. 47),
is the rst hybrid vehicle o its kind ever built.
This development work never led to the series pro-
duction o modern hybrid vehicles in recent dec-
ades because o the lack o the appropriate social
and political ramework. And a breakthrough in
storage technology in the orm o the lithium-ion
battery did not come about until much later.
Many o the conditions have changed in the me
time so that the expertise built up over the ye
will soon see the light o day in a number o mproducible ull hybrids. First o the mark
be the Jetta hybrid in 2012, which rst goes i
series production on the US market, beore be
launched in Europe.
The hybrid technology will be used by all Gro
brands and in most o the markets. In the medi
term, it is intended or use in the mid-size segm
vehicles developed or the Asian market ar
where there is considerable CO2 reduction pot
tial in particular because o the rise in car saand the very serious air pollution in some regio
The Volkswagen modular strategy is a very eec
catalyst or geographical expansion and the q
si democratisation o technological innovati
such as the hybrid, because it enables us to achi
substantial scaling and cost eects.
Efciency: partial electrication in urban traf-c in particular reduces fuel consumption andslashes emissions.
The advantages of a hybrid vehicle are fullyleveraged in urban trafc because it can recu-perate and re-use much of the energy other-wise lost by frequent braking.
Innovative: partial electrication can save fos-sil fuels and therefore reduce the impact onthe environment and the climate.
Price: the additional production expensemakes a hybrid drive much more expensivethan a conventional drive with an internacombustion engine.
Hybrids are always heavier than vehicles withinternal combustion engines, and thereforeperform less well in terms of consumptionand emissions on long journeys compared tocars with only one drive.
Transition technology: hybrid drives continueto require petrol or diesel and are therefore
not a long-term solution given the nite re-serves of fossil fuels.
Full hybrid at a glance
Advantages Disadvantages
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Audi joins the hybrid technology market
Plug-in hybrid: nickel-cadmium battery which can be charged up rom an electricsocket > 25 km pure electric driving range > quattro: ront wheels driven by a petrolengine, back wheels driven by an E-motor > recuperation > technical study
Audi 100 Avant duo1989
FUllHYBRID//DRIVEaNDFUElSTRaTEgY
The full hybrid
benets fromVolkswagens over40 years ofdevelopmentcompetence: sketchof the drive (left)and motor of aTouareg hybrid.
Full hybrid
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30 VOlkSwagENaNDElECTROMOBIlITY
Sony launches the rst commercially available lithium-ion battery
Installed in a video camera > the revolutionary technology resurrects the electcar > many advantages compared to previous batteries > much higher energydensity and no memory eect
1991 Storage technology breakthrough
Evaluated in eet teststhe Golf estate twnDrive research car
and theAudi A1 e-tron.
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Volkswagen presents a small hybrid car
Four-seater with 3.2 m length > two cylinder petrol engine (34 hp) andE-motor (9 hp) > average consumption over 100 km: 1.4 l petrol + 13 kWhelectricity > top speed: 131 kmph > IAA study, only three examples built
VW Chico1991
PlUg-INHYBRID//DRIVEaNDFUElSTRaTEgY
T he plug-in hybrid is a particularly promisingtype o drive because it has an internal com-bustion engine and an E-motor, tank, battery and
a socket. As a marriage o battery electric vehicle
and ull hybrid, the plug-in hybrid does what many
customers expect:> The option o emissions-ree mobility in town
with an attractive pure electric range o 20 to
80 kilometres. It is worth remembering that
78 per cent o all daily car journeys in Germany
cover less than 50 kilometres.
> By using regenerative power, plug-in hybrids
also boast considerable CO2
reduction potential.
> The amiliar properties o conventional
drives such as unrestricted top speeds, high
towing capacities and hill-climbing ability,
as well as the unlimited range o the internalcombustion engine.
> Lower costs compared to a battery electric vehi-
cle because o the smaller battery.
The plug-in hybrid combines the best o both worlds
and is currently the best solution as an alternative to
diesel or petrol cars. There are two ways o techni-
cally putting together a plug-in hybrid:
> In parallel hybrids, the E-motor and the in-
ternal combustion engine both transmit their
power via the drive train. The medium-sizedbattery is charged up via a socket as well as by
recuperation. Once the battery power has been
exhausted ater 30 to 80 kilometres, the car
switches over to internal combustion engine
drive. It is also technically possible to combine
both modes o operation or to rst bring on the
E-drive when driving into town ater a longer
journey across country.> In serial hybrids (range extender) the drive
train is only powered by the E-motor. The mo-
tor is powered by a medium-sized lithium-ion
battery which can be recharged via the socket
and by recuperation. I the stored energy is
insucient, the small internal combustion en-
gine switches on during the journey to drive a
generator and supply new electricity to the E-
motor. The power o the internal combustion
engine is thereore trans erred indirectly.
The Volkswagen Group is pursuing both concepts
to be in a good position to take advantage o all o
the relevant technologies. Whilst the serial version
is mainly considered as a
good solution or small
to medium-sized vehicle
classes (just as the pure
battery electric vehicles
with the current battery
perormance available), the parallel plug-in hy-
brid also opens up electromobility to the premiumsegments. This is why it will be available or all
platorms across the Volkswagen Group.
The plug-in hybrid: the best o both worlds
The plug-in hybrid is currentlythe best alternative to diesel opetrol-driven cars.
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32 VOlkSwagENaNDElECTROMOBIlITY
Volkswagen sells a practical E-Golf for day-to-day use
Higher range and sales fgures than previous E-cars > relativelycompact lead-gel battery > 50 to 90 km range, 100 kmph top speed >around 100 examples built in the Mosel actory
19921996 Golf III CitySTROMer
Environmentally-compatible all-rounder: theplug-in hybrid bridges the gap between emis-sions-free driving in town and long distancemobility on intercity journeys.
There are analogies with the full hybrid in as-pects such as improved efciency, lower emis-sions and uel savings, even though the charac-teristics are even more emphatic in the plug-in.
Because of the larger batteries, the manuac-turing costs are higher than in a micro or fullhybrid, even though they are signicantly low-er than a pure battery electric vehicle.
From a zero-emissions point of view, the plug-in hybrid is again only a transition technology.
Plug-in hybrid at a glance
Advantages Disadvantages
There is no doubt about peoples wishes: many
people want both to drive ully electric in town,
and to use a clean and ecient internal combus-
tion engine when driving longer distances.
The potential opened up by the parallel plug-in
technology will be imminently demonstrated by
the XL1, the third evolution stage in Volkswagens
1-litre car strategy. On average, the XL1, with the
Gol-inspired looks, should only require 0.9 litres
o diesel to drive 100 kilometres, and thus emit
only 24 grams o CO2
per kilometre. With a tank
volume o only 10 litres, this uel economy will
give the car a range o up to 540 kilometres. In
addition to the highly ecient combination o E-
motor and internal combustion engine, the XL1also has its lightweight construction concept to
thank or these outstanding characteristics: the
chassis and the monocoque are largely made o
aluminium and carbon-bre reinorced plastic
(CFP), which is light at the same time as being very
tough. Cameras are used instead o external mir-
rors to enhance the aerodynamics. The negative
consequences o the innovative materials is the
high component cost: CFP is at least 30 times more
expensive than sheet steel.
The 918 Spyder which Porsche plans to put on
road in a small series in 2013 is an equally in
vative technology platorm. The uturistic-look
sports car combines car racing high tech a
electromobility in a ascinating way: on the ohand, it boasts microcar emissions o 70 gram
CO2
per kilometre when using three litres o
per 100 kilometres, and on the other hand,
breath-taking perormance o an ultra sports
with acceleration o maximum 3.2 seconds r
zero to 100 kilometres per hour (probable valu
Developed in Weissach and produced in Zu
hausen, the 918 Spyder is also a good decision
Germany PLC.
Despite the huge dierences in the concepts hind the XL1 and the 918 Spyder, they both sh
the same plug-in technology. This also highlig
the huge breadth o the Volkswagen Group wh
it comes to the development o electric dr
concepts.
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First Volkswagen with a fuel cell drive
Prototype to test the H2
concept > H2
production on the road by methanol synthesis >technology requires a lot o space > basically unpracticable > nevertheless, providedimportant inormation or the urther development o H
2technology
Golf Estate Fuel Cell1996
PlUg-INHYBRID//DRIVEaNDFUElSTRaTEgY
The Volkswagen Groups plug-in hybrid strategy
Audi rst presented a plug-in hybrid with a nickel-cadmium battery
back in 1989 (100 Avant duo). With the further development the
A4 Avant duo Audi in 1997 was the rst European carmaker to sell
a series producible plug-in hybrid (in fact the rst hybrid of any
kind). Production had to be terminated, however, because of the in-
adequate demand. More than ten years later, the Golf twnDRIVE
enjoyed its debut in Berlin and has since been driving on the streets
of the capital city in a test eet with an estate version since 2011.
Whilst the twnDRIVE incorporates parallel hybrid technology, the
Audi A1 e-tron which has also been driving over the streets of Mu-
nich since 2011 in a test eet pursues the concept of a serial hybrid
(range extender). It always drives using electric power, but when dis-
tances exceed 50 kilometres, the Wankel engine and the generator
spring into action to provide the necessary electricity. Audi present-
ed the e-tron Spyder cabriolet in autumn 2010, followed around half
a year later by the A3 e-tron concept, as well as the A5 e-tron quattro
technology platform all parallel plug-in hybrids, although with dif-
ferent technical concepts. And the Porsche 918 Spyder is scheduled
to come on the market in autumn 2013 with a planned production
volume of 918 examples as a maximum it can already be ordered in
advance. The medium to long-term objective is to offer the plug-in
hybrid on all of the Volkswagen Groups platforms.
From L1 to XL1: the career of an efciency world champion
The history of the XL1 goes back to 2002 when Ferdinand Pich
drove from Volkswagen to the Annual General Meeting in Ham-
burg in a purely diesel-powered 1-litre car, the L1, boasting a con-
sumption of only 0.89 litres per 100 kilometres. Via the full hybrid
stage, the vehicle concept was developed further before celebrat-ing its world premiere as a plug-in hybrid at the beginning of 2011.
The sheiks at the Qatar Motor Show were visibly impressed by the
vehicle, now call the XL1, with its 2 cylinder TDI (48 hp), 7-gear DSG,
and integrated 27 hp E-motor. The L1 enabled Volkswagen to break
through the magical one litre barrier. It now plans to bring the
rst mass producible one litre car onto the road in the form ofthe XL1.
Serial hybrid (range extender)
Parallel hybrid
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34 VOlkSwagENaNDElECTROMOBIlITY
Audi is the rst European carmaker to go into series production of a hy
Like the Audi 100 Avant duo plug-in hybrid > lead-gel battery at the bac90 hp diesel + water-cooled E-motor (29 hp) > small series, productionterminated because o lack o demand > price: DM 60,000
1997 Audi A4 Avant duo
The R8 e-tron from Audi will already beavailable in a small series from 2012.
Octavia Green E Line concept studThe rst electric car from Skod
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Family van with fuel cell drive
Research car with 109 hp E-motor > major advance: hydrogen technologywith minimal loss o interior space > 140 kmph top speed > 14 seconds romzero to 100 kmph > recuperation
Touran HyMotion2004
BaTTERYElECTRICVEHIClE //DRIVEaNDFUElSTRaTEgY
E lectrication moves one step urther in thedrive and uel strategy with the battery elec-tric vehicle an E-car with only a battery to store
energy and without an internal combustion en-
gine. This orms the high point o the strategy. The
battery electric vehicle (BEV) could actually be the
ultimate automobile:
It drives very quietly. It needs no nite resources.
It can be lled up at every electric socket andthere are a lot more o those than there are lling
stations! It never generates local emissions. And
powered by renewable electricity sources, it has a
neutral eect on the climate. This means that o
all o tomorrows relevant drive concepts, only the
BEV has the potential to drive without emissions
locally as well as globally ( P. 75). The battery elec-
tric vehicle could be the perect mobility solution
but our big problems have to be solved beore an
aordable E-car or everyone, which satises all
daily requirements, can spin along the road:
> Mastering the technology rom the battery to
the power electronics
> Setting up a nationwide charging inrastruc-
ture with uniorm standards
> The source o the electricity
> Competitive price
Technology
The battery and the E-motor are the undisputed
heart o an E-car, but they are by no means theonly important components. A large number o
other parts have to be modied as well. Either be-
cause the specications have changed, or because
the belt drive and process heat rom the internal
combustion engine are no longer available. Exam-
ples are the heating, air conditioning and braking
systems. All o these aspects require changes and
adaptions to tried-and-tested solutions.
In addition to the development side o the busi-
ness, the production segment also has to ace new
challenges. These range rom the layout o thewhole actory to new production methods, and
training employees in how to saely handle high
voltage systems. And new approaches and even
new business models are also required in procure-
ment and sales & marketing ( P. 80).
The technical crux and heart o the whole package
though is and remains the battery. Volkswagen has
thereore been putting a great deal o eort into its
optimisation ( P. 65). The motor also remains one
o the core competences o thecompany. One o the reasons
is that the electric motors cur-
rently available on the market
have inadequate levels o e-
ciency. Volkswagen thereore
bundles this aspect in Kassel and expands its ex-
pertise urther at this location. Battery systems and
management are developed urther at the compo-
nent actory in Braunschweig.
To optimise the battery, motor and all o the otherE-components or mass production, Volkswagen
also uses a technology platorm or the E-car
The battery electric vehicle: big chance or the uture
Four big problems still haveto be solved before an E-cafor all can be rolled out.
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36 VOlkSwagENaNDElECTROMOBIlITY
Audi presents A2 with fuel cell drive
Particularly economical Audi A2 as the platorm > three tanks enablethe car to carry 1.8 kg hydrogen > 220 km range > 175 kmph top speed >technical study at Hannover Messe 2004
2004 A2h2
such as the Gol Blue-e-Motion. With its 270
Newton metres rom a standing start, the 115 hp
E-motor boasts extremely dynamic handling.
Three saely installed battery packs maintain a
range o up to 150 kilometres and all this in
a ull-value ve-seater car with a large luggage
space. The Gol Blue-e-Motion is thereore a real
Volkswagen rom every angle: because it stands or
ecient, environmentally-compatible mobility, at
the same time as satisying the drivers day-to-day
needs, being un to drive, and maximising cus-
tomer benets.
Starting mass production o a pure electric version
o the biggest selling car ever in 2013 sends out a
very strong signal especially because the car will
already be in the design o the Gol VII. It is already
on the road today under the
name Gol Blue-e-Motion
and in the test feet on the
basis o the current Gol VI
model ( P. 82).
The quality o this innovative car is highlightedby its already capturing several major awards: al-
ways amongst the ront runners in the previous
two Silvretta Classic Rallies; class and overall win-
ner in the British Future Car Challenge (where it
threw down the gauntlet to more than 60 competi-
tor cars produced by major carmakers); or being
selected as the E-car o the year in the concept car
category by the Auto Test magazine.
Charging inrastructure
The second big task to be solved is setting up acharging inrastructure with nationwide elec-
tricity recharging stations, high perormance,
intelligent grids, and uniorm standards es
cially or the plugs. Tackling this challenge
only requires the involvement o the car indusbut particularly also the commitment o the
ergy providers and politicians ( P. 100).
A large number o incompat ible charging c
cepts have evolved rom a tangle o dier
power grids with dierent voltages and dier
availabilities, even within one country (China
instance). German manuacturers have at le
agreed on a standard plug concept in the sh
o the Mennekes plug but even the targeted
standard or charging plugs can only be seenan interim step. In the medium term, we nee
standard global charging interace.
Origin o the electricity
In the overall energy balance, the electric ca
only as climate-riendly as the electricity u
to power it. In a well-to-wheel analysis, E-c
powered by electricity generated by lignite p
er stations come out worse than a compara
BlueMotion diesel ( P. 75). This highlights a v
important aspect: E-mobility only makes sewith electricit y rom renewabl e energy sourc
Unortunately, the act is that wind, solar and
ter power still only account or a ew per cen
total power generation around the world desp
signicant expansion in recent years. Volksw
gen thereore advocates the rapid expansion
wind, hydroelec tric and solar power and is
sel investing more than Euro 700 million in t
aspect ( P. 88).
The electric versionof the Golf will pull E-mobility
out of its niche existence.
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Volkswagen presents innovative hydrogen study at the Los Angeles AutoShow
A merged battery and uel cell car > frst car in the world with a hightemperature uel cell > range with Li-Ion battery: 100 km > additionalrange with hydrogen: 250 km
space up! blue2007
BaTTERYElECTRICVEHIClE //DRIVEaNDFUElSTRaTEgY
Comes onto the markefrom 2013 in a serie
version: the e-up
The technical crux and coreis and remains the battery:
sketch showing the drive ofa battery electric vehicle.
Battery electric vehicle
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38 VOlkSwagENaNDElECTROMOBIlITY
Volkswagen and Chinese scientists build hydrogen Passat
Prototype rom Volkswagen and Chinese scientists > uel cellcompletely developed at a Chinese university > maximum range:235 km > top speed: 140 kmph
Passat Lingyu HyMotion2007
The electric car strategy of the Volkswagen Group
Exactly 40 years after the production of the rst E-vehicle prototype
(VW Transporter T2 Electric), Volkswagen will start the series productionof innovative battery electric cars in 2013. The scene will be set by the
e-up! Followed shortly afterwards by the electric Golf which electries
the most successful car of all time. Before that, Audi is already building
a small series of the fully electric R8 e-tron sports car at the end of 2012.
Volkswagen will be selling two E-vehicles specially designed for the
local market in China. From 2014, more and more Volkswagen and Audi
models will be brought onto the market as mass producible E-cars, and
the technology will also be used by other Group brands, such as SEAT,Skoda, as well as Volkswagen Commercial Vehicles. Skoda for instance
is aiming to bring out a pure electric version of the Octavia, whilst SEAT
plans to launch an E-coup. By 2018 at the latest, Volkswagens strategy
is to rise through the ranks to become the worlds leading provider of
electromobility.
Range: 150 km
up to 50 km
up to 150 km
78 % of all daily journeys
3 % of all daily journeysfurther than 150 km
A range of 150 km is more than it appears daily car use in Germany
batteryelectriccar
Source: Survey data on private daily car use in Germany 2008
19 % of all daily journeys
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Volkswagen presents the worlds rst H2-SUV prototype
Fuel cell system with 109 hp > all the technology hidden in the engine compart-ment, the underside and the rear seats > so no more limitations to the interiorspace > optimised perormance compared to 2004 Touran HyMotion ( P. 35)
BaTTERYElECTRICVEHIClE //DRIVEaNDFUElSTRaTEgY
2007 VW Tiguan HyMotion
Competitive price
The ourth big challenge is the high price. Battery
electric vehicles will only come to the ore in the
mass market, and make a tangible contribution
to protecting the environment, i customers can
aord them. Although E-cars are already cheaper
to run, they are also associated with higher pro-
curement costs. The biggest expense actor is the
battery. A 26.5 kWh battery o the kind also used
in the Gol Blue-e-Motion would easily cost Euro
16,000 today when installed in a mass producedvehicle . With m easures such as the standardi sa-
tion o the cells, mass production, and the urther
development o materials, Volkswagen already
has a clear idea o how to slash the cost o the bat-
teries to a quarter o todays price, because it has
a very well dened objective: to sell electric cars at
a competitive price.
These our daunting packages make electromo-
bility the challenge o the century or the car in-
dustry as well as or Europe PLC. But despite theseimmense challenges, and many other unsolved
problems, one thing is absolutely certain: battery
electric vehicles will signicantly infuence the
uture o individual mobility.
Especially when a closer analysis o the requently
criticised range problem turns out to be a lot more
harmless than many people think: statistically,
78 per cent o all private car journeys in Germany
are less than 50 kilometres long; and another 19
per cent involve journeys o up to 150 kilometres( diagram). In other words: almost all regular
journeys are statistically realisable with a battery
electric vehicle even using todays battery technol-
ogy even i there is no charging inrastructure at
the moment, or instance at the workplace. Most
customers still need to realise that they already
drive a lot less today than they imagine. This dis-
covery has already been made by the drivers o our
German test feet. The general rule is that one rst
has to amiliarise onesel with the new technology.
A battery electric vehicle is ideal or commuters
who live in the suburbs and drive to work everyday. An easy to operate wall box makes it possible
or them to rapidly i nstall their own electricity ll-
ing station in their own garage or car port. Battery
electric vehicles are also perect or commercial
inner-city service trac. The routes o packet de-
livery services or instance are oten dened in ad-
vance, repetitive, and thereore easily plannable.
In addition to the environmental benets, there
are also economic reasons in the orm o lower op-
erating costs.
It is also quite easible that the issue o vehicle
range will lose much o its signicance in uture.
For instance, a study by the management consul-
tancy Bain & Company came to the conclusion
that when customers actually change over to a new
system, product attributes which they appeared
to cherish or a long time such as having an 800
kilometre range every time they tanked up sud-
denly become much less important.
Customers simply want the new product becauseit provides them with dierent opportunities.
The management consultancy has identied
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40 VOlkSwagENaNDElECTROMOBIlITY
Golf with an electric motor and an internal combustion engine
Plug-in hybrid: has a socket, a Li-ion battery and a uel tank > drives 50 km onelectrics alone, and then switches over to the internal combustion engine > givit a normal range > 2011 2012 eet test in Berlin with Gol twnDRIVE Estate
2008 Golf twnDRIVE
parallels here to the iPhone which also has to be
charged up almost every day, and was belittled
when it was launched in 2007 beore soon p er-
manently altering the market.
The higher purchasing price also needs to be
looked at in a more dierentiated way: or the rst
buyers o battery cars, the early
adopters, the main priority is
the technology, not the list price.
And according to a study by Ro-
land Berger and TNS Inratest,
a third o the Germans surveyed
said that they would already con-
sider purchasing an E-car today and hal o these
even i they had to pay Euro 4,000 extra.
The act is that battery electric vehicles give rise
to a completely new orm o mobility, where the
lower range will also give rise to a bigger vari-
ety o vehicles, each or a specic type o use. Just
because the market today is dominated by all-
rounders, does not mean that the situation wont
change in the ollowing decades. Audis technol-
ogy nerve centre in Ingolstadt is also searching or
an uncompromising concept or its battery electric
vehicles and is promoting the associated businessmodels. We want to look at the issue in a way which
integrates all o the aspects. The objective: Audi in-
tends to push orward to become the leading p
mium manuacturer o E-cars by 2020.
Notwithstanding the environmental and econo
ic benets, electric driving would also be a ncustomer experience: accelerating without eng
noises or vibrations, and the high pulling pow
(smooth high torque o the E-motor) promise d
ing un, saety and E-motionality. When all o
aspects are summed up innovation, econom
ecology and the un actor experts oten co
to the conclusion that the battery electric veh
is not only a new drive concept, but, to quote
Fraunhoer Institute and PricewaterhouseCo
ers, will herald a disruptive change with an en
mous impact: comparable to the mobile relution brought about by the introduction o
internal combustion engine.
Despite the higher price,one third of those surveyed
would already considerbuying an E-car today.
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Volkswagen is very close to producing a 1-litre car
Extremely light and aerodynamic two-seater with a hybrid drive > roo hood instead o a door,carbon-fbre-reinorced chassis la Formula 1 > 1.38 l diesel/100 km, 36 g CO2/km, 160 kmph topspeed > IAA-study urther developed in 2011 to the XL1 ( P. 32, box P. 33, P. 61 bottom)
L12009
BaTTERYElECTRICVEHIClE //DRIVEaNDFUElSTRaTEgY
Under the hood of an E-car: eyecatching orange high-voltage cable
Low running costs: 100 kilometres in a Golf Blue-e-Motion onlycost around four Euros (electricity price 0.23 Euro/kilowatt-hour).The cost benets of battery electric vehicles will improve further
in the long term as fuel prices rise.
Top: electric motors have a much higher efciency level of morethan 90 per cent. Even in the most optimised internal combustionengines, around two thirds of the energy is lost as waste heat.
Noise level: battery electric vehicles produce very little noise be-cause electric motors operate quietly.
E-cars score high marks particularly in the city. Because journeyshere almost always involve short distances of less than 100 kilo-metres, and where the biggest problems are caused by the ex-haust gases emitted by internal combustion engines. The E-caris even more efcient on short journeys in particular becauseinternal combustion engines use up a lot of fuel on the rst kilo-metres after a cold start.
E-cars produce no environmentally-damaging emissions whendriven, and therefore protect the air and the climate.
Purchase price: the E-car will be much more expensive than adiesel or petrol car, particularly during the initial phase. This ismainly because of the lithium-ion battery which at todays prices
costs up to Euro 16,000 for a range of 150 kilometres.
Flop: storage capacity, charging time and energy density of thebattery fail to impress despite constant improvements. A batteryweighing 24 kilograms can only store the same amount of en-ergy as one kilogram of diesel. This means that battery electricvehicles are still at a signicant disadvantage on long journeysbecause of their limited range and speed, as well as the longcharging times, not to mention the poor charging infrastructurecurrently available. Even with the theoretically possible high-voltage fast charging process, it would still take half an hour torecharge the batteries of the e-up! for instance to 80 per cent oftheir total capacity.
Battery electric vehicle at a glance
Advantages Disadvantages
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42 VOlkSwagENaNDElECTROMOBIlITY
The ideal partner for a car, premiered at IAA
20 kmph top speed and 20 km range, electric scooter or the last ew metres ( P.> olds up into the spare tyre compartment > park the car, unold the scooter andbeat the trafc jams in the (big) city > IAA study, series production contemplated
bik.e2009
Fuel cell vehicles and battery electric vehicles
are basically very similar in terms o theirgeneral principle. The dierence is in the energy
storage: instead o being stored in a battery, the
traction energy is stored in the orm o energy-rich
hydrogen (H2). When the car is driven, the uel cell
uses the hydrogen to generate electricity which
powers the E-motor. There are no local harmul
climate damaging emissions because the chemi-
cal reaction in the uel cell only produces electric-
ity and water.
The advantage o uel cell vehicles is their muchhigher range, but the signicant disadvantage
is the non-existent inrastructure. Setting up a net-
work o H2
lling stations would be extremely com-
plicated and expensive. Other disadvantages are
still the higher production costs o uel cell electric
vehicles (FCEV) a nd signicant conversion loss es
when generating the H2. For hydrogen to be a real
climate-riendly alternative, it is necessary or the
hydrogen which uels the car to be generated in a
way which produces very ew pollutants or, ideally,
no pollutants at all.
Volkswagen continues to w ork i ntensive ly on t he
uel cell concept but is also very well aware o the
physical limits. The technology
will only become an interest-
ing topic when sensible solu-
tions can be ound or the
production and storage o hydrogen, as well
the inrastructure. Volkswagen keeps out o headlines here because it does not wish to g
rise to any alse expectations.
The space up! blue ( P. 37 bottom), Passat Lin
( P. 38 bottom), and other demonstration ve
cles have already impressively demonstrated t
the company has also mastered this technol
as well. The heart o every uel cell electric ve
cle made by the Volkswagen Group is a low-te
perature polymer electrolyte uel cell stack. F
uture models, Volkswagen is developing its ouel cell stack with bipolar plates which boas
very high power density thanks to th eir v ery th
structure. Together with the other equipme
such as the coolant pump and the air compr
sor, they orm a very compact drive system, a
can thereore be easily integrated into the ex
ing vehicle platorms. This improves its chan
o being mass produced at some time in the utu
However, given the non-existent inrastructu
the path ahead until realisation will be a long a
uncertain one.
The uel cell vehicle:innovative, but a long way rom mass production
Fuel cell electric veh
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Audi presents high E-power show car
Pure electric high perormance sports car with 313 hp > range almost250 km > quattro & torque vectoring: individual power distribution o theour E-motors > show car at IAA 2009, small series rom 2012
R8 e-tron2009
FUElCEllElECTRICVEHIClE//DRIVEaNDFUElSTRaTEgY
Large range: the tank lled with 6.4 kilograms of H2
can powerthe car for up to 500 kilometres, much more than a battery elec-tric vehicle using state-of-the-art technology. At a hydrogen priceof eight Euros per kilogram, 100 kilometres will cost just over tenEuros and therefore much more than an economical diesel.
Level o efciency: the level of efciency of a fuel cell systemlies between 45 to 60 per cent, and is therefore much betterthan an internal combustion engine.
Environmental compatibility: as long as the H2
is produced byrenewable energy sources, the climate balance is very good, notonly at a local level, but also the overall balance ( P. 75).
Non-existent inrastructure and high production costs: thereare only 25 public hydrogen lling stations in Germany to dateTen more are planned. The production of a prototype fuel cellelectric vehicle currently costs around one million Euros milesaway from series production.
Lietime with weaknesses: the long-term durability of a fuel cellis currently between 2000 to 3000 hours compared to an internacombustion engine which has a lifetime of approx. 5000 hours.
Environmental incompatibility: analogous to a battery electricvehicle, there is a risk here of shifting the problem by producingthe H
2using electricity generated by fossil fuels.
Fuel cell electric vehicles at a glance
Advantages Disadvantages
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44 VOlkSwagENaNDElECTROMOBIlITY
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HISTORY
E-cars are often lauded as an innovation of
the 21st century. This is not true, because
Volkswagen and Audi already built E-vehicles
and hybrid vehicles back in the 1970s and
1980s. Even Ferdinand Porsche, inventor of the
legendary Beetle, began his career with a highly
praised electric car back in 1900.
Renaissance
instead o revolutionThe development o electromobility
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46 VOlkSwagENaNDElECTROMOBIlITY
Audi showcases another pure E-car
Uncompromisingly puristic compact sports car > two E-motorsdeliver 204 hp > designed as a two-seater coup > show car at theDetroit Motor Show
D10 e-tron2010
From the workshop of theUr-precursor of the Audi: theSlaby-Beringer electric car,
1919 to 1924 (above left)
Ferdinand Porsche, designed nonly the Beetle, but also the world
rst hybrid vehicle (abov
Way ahead of its time:the Golf II electric hybrid test
vehicle in the late 1980s nextto a solar lling station (left)
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HISTORY
Audi presents E-car with range extender
Premium city car, with permanent electric drive > internal combustion engine generateselectricity when distances exceed 50 km > this provides a normal range and the beneftso an E-car > technical study at the Geneva Autosalon, eet tests since autumn 2010
Audi A1 e-tron2010
When the world exposition opened its doorsin Paris on 15 April 1900, automobile ansdiscovered a car whose ront wheels were pow-
ered by hub motors. Only 25 years old at the time,
Ferdinand Porsche developed this motor as the
senior engineer in k. u. k.-Howagen-Fabrik Jacob
Lohner & Co., Vienna-Floridsdor. The open carran quietly and boasted a smooth driving o be-
haviour. The trade press was over the moon: an
epoch-making innovation.
Although this was not the rst electric vehicle,
the Lohner-Porsche was the rst truly practicable
design. It was also the rst car to be developed by
Ferdinand Porsche. One year later, the engineer
topped this with the construction o a hybrid ve-
hicle the very rst o its kind in the world. The
amous car designer thereore did not lay theoundations o his career with the Volkswagen
Beetle powered by an internal combustion engine
which was to conquer the world hal a century
later but with an electric car.
Electromobility was completely in harmony with
the Zeitgeist at the end o the 19th century. The
eciency o the E-motor was ar superior to